Electric all-terrain vehicle and control method of vehicle braking

The disclosure belongs to the technical field of vehicles, and in particular relates to an electric all-terrain vehicle and a control method of vehicle braking.

An all-terrain vehicle refers to a vehicle that may travel on any terrain, and it may walk freely on terrain where ordinary vehicles are difficult to walk. It is commonly known as a beach vehicle in China. This type of vehicle has a variety of uses and is not limited by road conditions. All-terrain vehicles are usually powered by gasoline or diesel and therefore pollute the environment.

All-terrain vehicles generally use gasoline or diesel, exhaust gas and noise will pollute the environment during operation, the structure of all-terrain vehicles is complicated, and the maintenance cost is relatively high.

The disclosure provides an electric all-terrain vehicle and a control method of vehicle braking. The electric all-terrain vehicle is provided with a simple structure, may make full use of a space of a vehicle frame, and is convenient for maintenance.

The disclosure provides an electric all-terrain vehicle, which includes a vehicle frame, a motor, a gearbox, a cargo compartment, a battery pack, a handle assembly and a walking wheel. The motor is arranged on the vehicle frame and is located at a rear end of the vehicle frame. The gearbox is arranged on the vehicle frame and is located on a first side of the motor, and the gearbox is connected with the motor. The cargo compartment is arranged on the vehicle frame, and the cargo compartment is located above the motor and the gearbox. The battery pack is mounted on the vehicle frame to provide power for the electric all-terrain vehicle. The handle assembly is arranged on the cargo compartment and being adjustable to lock or unlock the cargo compartment from the vehicle frame. The walking wheel is arranged on the vehicle frame and includes a rear wheel, and the gearbox is connected with the rear wheel.

In some embodiments, the vehicle frame includes a bottom assembly and an upper assembly. The upper assembly is arranged on the bottom assembly, and the upper assembly and the bottom assembly form an accommodation space.

In some embodiments, the vehicle frame further includes a front assembly arranged on the bottom assembly, and the front assembly is located at a front end of the upper assembly.

In some embodiments, the bottom assembly includes two longitudinal beams, a plurality of side beams, a front bumper bracket, and a rear tow hook bracket. The two longitudinal beams are arranged in parallel. The plurality of side beams are respectively arranged on the two longitudinal beams, the side beams are perpendicular to the longitudinal beams and extend to an outside of the accommodation space. The front bumper bracket is arranged at a first end of the longitudinal beam and connects the two longitudinal beams. The rear tow hook bracket is arranged at a second end of the longitudinal beam and connects the two longitudinal beams.

In some embodiments, the bottom assembly further includes at least two intermediate cross beams and a connecting arm. The two intermediate cross beams are arranged in parallel between the two longitudinal beams. Two ends of the connecting arm are respectively connected with the intermediate cross beams.

In some embodiments, the upper assembly includes a seat bucket frame and a seat cushion mounting bracket. The seat bucket frame is arranged on the vehicle frame and parallel to the vehicle frame. The seat cushion mounting bracket is arranged on the seat bucket frame and including a rubber cushion therein.

In some embodiments, the seat is arranged on the seat bucket frame, the seat includes a seat cushion, a bottom of the seat cushion includes a seat cushion fixing column, and the seat cushion fixing column is arranged in the seat cushion mounting bracket and passes through the rubber cushion.

In some embodiments, a first distance is formed between a center of gravity of the battery pack and a front end of the electric all-terrain vehicle, and a range of the first distance is one-third to one-half of a length of the electric all-terrain vehicle.

In some embodiments, the battery pack is provided with a plurality of heating patches, and the heating patches are located on a side wall and a top of the battery pack.

In some embodiments, the electric all-terrain vehicle further includes a controller, and the controller is mounted on the vehicle frame and located at a first side of the battery pack.

In some embodiments, the cargo compartment is turnably connected with the vehicle frame, and a ratio of a distance between a turning center of the cargo compartment and a rear end of the cargo compartment to a length of the cargo compartment is from 0.25 to 0.45.

In some embodiments, the cargo compartment includes a cargo compartment frame and a bottom plate, the bottom plate is arranged on the cargo compartment frame, a lifting bracket is arranged on the cargo compartment frame, and at least one inner hook is arranged on a surface of the bottom plate away from the cargo compartment frame.

In some embodiments, the vehicle frame is provided with an automatic lifting structure, and a first end of the automatic lifting structure is arranged on the vehicle frame, and a second end of the automatic lifting structure is arranged on the lifting bracket.

In some embodiments, the motor includes a motor body an upper connecting plate and a rear connecting plate. The upper connecting plate is arranged on the motor body. The rear connecting plate is arranged on the motor body and opposite to the upper connecting plate.

In some embodiments, the rear connecting plate is connected with the gearbox.

In some embodiments, an output shaft of the motor extends into the gearbox.

In some embodiments, the electric all-terrain vehicle further includes a casing, a front casing, a first limiting plate and an elastic bracket. The casing is arranged on the vehicle frame. The front casing is arranged on the vehicle frame and located at a front end of the casing, and the front casing is connected with the casing through a rotating assembly. The first limiting plate is connected with the vehicle frame and includes a groove. A first end of the elastic bracket is arranged on the front casing, and a second end of the elastic bracket is matched with the groove.

monitoring a state of the vehicle; detecting a rotating speed of the motor after the vehicle becomes free; determining whether the rotating speed of the motor is greater than a safe rotating speed; determining whether a rotating direction of the motor matches a state of a gear position of the vehicle when the rotating speed of the motor is greater than the safe rotating speed; the vehicle entering a slope slowing mode when the rotating direction of the motor matches the state of the gear position of the vehicle; the vehicle entering a slope holding mode when the rotating direction of the motor does not match the state of the gear position of the vehicle; The disclosure further provides a control method of vehicle braking. The vehicle is provided with a motor. The control method of vehicle braking includes:

monitoring a state of the accelerating device; obtaining a first time when the accelerating device changes from a first opening degree to a free state; determining whether the first time is greater than a first threshold; The disclosure further provides a control method of vehicle braking. The vehicle is provided with an accelerating device. The control method of vehicle braking includes:

the vehicle entering an emergency braking mode when the first time is less than the first threshold. the vehicle entering a coasting feedback braking mode when the first time is greater than the first threshold;

monitoring a state of the vehicle; detecting a rotating speed of the motor when the accelerating device changes from a certain opening degree to a free state; determining whether the rotating speed of the motor is greater than a first rotating speed; detecting whether the braking device is in a free state when the rotating speed of the motor is greater than the first rotating speed; the vehicle entering a coasting feedback braking mode when the braking device is in a free state; the vehicle entering a normal feedback braking mode when the braking device has a certain opening degree. The disclosure further provides a control method of vehicle braking. The vehicle is provided with an accelerating device, a braking device and an execution module. The execution module contains with a motor that drives the vehicle. The control method of vehicle braking includes:

In summary, the disclosure provides the electric all-terrain vehicle and the control method of vehicle braking. The motor and gearbox are please at the rear end of the vehicle frame, the cargo compartment are placed above the motor and gearbox, the battery pack and controller are placed under the seat, and the seat is located at the front end of the cargo compartment, so a space of the vehicle frame may be fully utilized, which is convenient for maintenance. Through using the battery pack as power, the electric all-terrain vehicle will not produce exhaust pollution, and a noise of the electric all-terrain vehicle will also be reduced. At the same time, the vehicle frame is provided with a simple structure and good versatility. The motor and the gearbox are arranged at the rear end of the vehicle frame. Since the rear end of the vehicle frame is provided with a larger space, it is beneficial to overhaul the motor and the gearbox, and the maintenance is simpler.

The following describes the implementation of the disclosure through specific embodiments, and those skilled in the art can easily understand other advantages and effects of the disclosure from the content disclosed in this specification. The disclosure may also be implemented or applied through other different specific embodiments. Various details in this specification may also be modified or changed based on different viewpoints and applications without departing from the disclosure.

It should be noted that drawings provided in the embodiments are only illustrative of a basic idea of the disclosure. The drawings only show assemblies related to the disclosure instead of drawing according to the number, shape and size of the assemblies in actual implementation. In actual implementation, the type, quantity and ratio of each assembly may be changed at will, and a layout of the assemblies may also be more complicated.

1 FIG. 10 Please refer to. This embodiment provides an electric all-terrain vehicle, which uses a battery pack as power, so it will not pollute the environment.

1 FIG. 10 100 200 300 100 200 100 300 100 300 200 401 100 402 100 300 402 300 402 10 401 402 10 156 155 200 156 155 Please refer to. In this embodiment, the electric all-terrain vehiclemay include a vehicle frame, a seatand a cargo compartment. The vehicle framemay be a symmetrical structure. The seatis arranged on the vehicle frame, the cargo compartmentis arranged on the vehicle frame, and the cargo compartmentmay be located behind the seat. Front wheelsare arranged in front of the vehicle frame, rear wheelsare arranged behind the vehicle frame, and the cargo compartmentis located above the rear wheels. The cargo compartmentmay be used to carry heavy objects, for example, a weight from 250 kg to 500 kg. The rear wheelmay supply driving force for the electric all-terrain vehicle. The front wheelsand the rear wheelsmay also be defined as walking wheels of the electric all-terrain vehicle. An accelerating pedaland a braking pedalare further arranged in front of the seat, and the accelerating pedaland the braking pedalare respectively used to control an acceleration and deceleration of the vehicle.

1 FIG. 2 FIG. 101 100 101 200 101 101 401 10 102 100 102 10 100 104 104 103 100 10 10 Please refer toand. In this embodiment, a steering wheelis provided on the vehicle frame, and the steering wheelmay be located in front of the seat. The steering wheelis connected with a steering gearbox, the steering gearbox is driven by rotating the steering wheel, and the steering gearbox pulls the front wheelsto rotate, thereby changing a walking direction of the electric all-terrain vehicle. A front bumperis further arranged in front of the vehicle frame, and the front bumpermay protect the electric all-terrain vehicle. At a rear end of the vehicle frameis further provided with a towing connection, the towing connectionmay pull heavy objects, such as a heavy object with a weight from 225 kg to 400 kg. A winch motoris further arranged in front of the vehicle frame, and when the electric all-terrain vehiclefalls into a muddy area, a fixed object may be dragged so that the electric all-terrain vehiclemay get out from the muddy area.

2 FIG. 3 FIG. 403 100 404 100 403 404 Please refer toand. In this embodiment, two front shock absorbing springsare arranged at a front end of the vehicle frame, and two rear shock absorbing springsare arranged at the rear end of the vehicle frame. The front shock absorbing springand the rear shock absorbing springmay play a role of buffering, so as to pass through bumpy road sections comfortably.

2 FIG. 3 FIG. 500 100 600 500 500 600 500 600 700 800 100 500 700 700 800 700 402 401 Please refer toand. In this embodiment, a battery packis further arranged on the vehicle frame. A controlleris arranged on one side of the battery pack, the battery packmay supply power for the controller, and the battery packand the controllerare located under the seat. A motorand a gearboxare further arranged at the rear end of the vehicle frame, and the battery packmay supply power support for the motor. When the motorrotates, the gearboxmay reduce a rotating speed of the motor and increase a torque of the motor, thereby driving the rear wheelsand the front wheelsto move forward or backward.

4 FIG. 100 1051 1052 1052 1051 1052 1051 1053 1053 100 100 1052 100 1054 1054 1052 1054 100 100 1051 100 Please refer to. In this embodiment, the vehicle framemay be divided into a bottom assemblyand an upper assembly. The upper assemblyis connected with and disposed on the bottom assembly, and the upper assemblyand the bottom assemblyform an accommodation space. In this embodiment, battery packs, motors and other components may be arranged in the accommodation space, so as to make full use of a space of the vehicle frame, thus simplifying a structure of the vehicle frame. The upper assemblymay be used to house components such as seats and a cargo compartment. The vehicle framemay further include a front assembly, the front assemblymay be located in front of the upper assembly, and a front casing may be arranged on the front assembly. In this embodiment, the structure of the vehicle frameis relatively simple. When other components need to be mounted on the vehicle frame, they may be fixed on the bottom assemblythrough a functional bracket, so the vehicle framehas good versatility.

4 FIG. 5 FIG. 5 FIG. 1051 106 106 1051 1051 106 1051 107 106 107 106 107 106 107 107 106 107 106 107 106 1051 107 106 107 109 100 Please refer toand.shows a basic structural view of the bottom assembly, which may include two longitudinal beamsarranged in parallel, which means that the longitudinal beamsis provided on the bottom assemblyand forms a basic structure of the bottom assembly. The two longitudinal beamsarranged in parallel provide space for the bottom assemblyto mount other assemblies. A plurality of side beamsare respectively arranged on the two longitudinal beams, and the side beamson the two longitudinal beamsare arranged symmetrically. In this embodiment, four side beamsmay be arranged on each longitudinal beam, and the four side beamsmay be parallel to each other. The side beamsare perpendicular to the longitudinal beam, a first end of the side beamsis fixed on the longitudinal beamsby bolts, and a second end of the side beamsextends along a direction away from the longitudinal beam, thereby increasing a space of the bottom assembly. The side beamsand the longitudinal beamsmay be on a same horizontal plane. The side beamsmay support an edge beamto ensure a skeleton strength of the vehicle frame.

5 FIG. 106 108 108 107 108 106 108 100 108 108 100 1051 109 109 109 106 107 107 106 108 106 109 100 109 Please refer to. In this embodiment, two longitudinal beamsare respectively provided with a charger mounting plates, and each charger mounting platemay be located between two adjacent side beams. The charger mounting platemay be on the same horizontal plane as the longitudinal beam. The charger mounting platemay be a rectangular structure, and some components such as a charger and a power unit may be arranged on the vehicle framethrough the charger mounting plate. In some embodiments, the charger mounting platemay also prevent dust, branches, etc. from entering the battery pack from a bottom of the vehicle frame. In this embodiment, the bottom assemblymay further include the edge beam, and the edge beammay be bent, which means that the edge beamincludes a horizontal part and an inclined part. There may also be a fillet edge between the horizontal part and the inclined part. The horizontal portion may be parallel to the longitudinal beam. The horizontal part may be connected with the side beam, which means that the side beamis arranged between the longitudinal beamand the horizontal part, and the charger mounting plateis also arranged between the longitudinal beamand the horizontal part. The inclined part of the edge beamis inclined to the front assembly and is connected with the front assembly. The skeleton strength of the vehicle framemay be increased through an arrangement of the edge beam.

5 FIG. 110 106 110 106 110 106 110 110 106 110 106 110 106 110 106 110 108 106 106 110 106 110 106 110 111 112 110 111 112 110 111 112 110 111 112 111 112 110 111 112 110 111 112 113 110 113 100 Please refer to. In this embodiment, a plurality of battery supporting beamsare arranged on the longitudinal beams, for example, three battery supporting beamsare arranged on the longitudinal beams. The battery supporting beamsare arranged on a top of the longitudinal beams, these battery supporting beamsare parallel to each other, and the battery supporting beamsand the longitudinal beamsare on the same level. The plurality of battery support beamsare mounted transversely on the two longitudinal beams. The battery supporting beammay extend from an edge of the bottom assembly to between the longitudinal beams, which means that a width of the battery supporting beamis greater than a width between two longitudinal beams. A first end of the battery supporting beamis flush with a first end of one of the charger mounting platesaway from a first of the longitudinal beams, and then crosses the first of the longitudinal beamsso that a second end of the battery supporting beamis flush with a second of the longitudinal beams. Through arranging a plurality of battery supporting beamson the longitudinal beam, the battery pack may slide into the accommodation space from the battery supporting beams, thus facilitating a replacement of the battery pack. In this embodiment, a first battery pack bracketand a second battery pack bracketare further provided on the battery supporting beam, the first battery pack bracketsand the second battery pack bracketsare connected to the battery support beams. The first battery pack bracketand the second battery pack bracketmay be arranged on the battery supporting beamswhich are on two sides. The first battery pack bracketand the second battery pack bracketmay fix different types of battery packs. Different types of battery packs may be battery packs with different capacities and sizes. The first battery pack bracketand the second battery pack bracketmay be located on both sides of the battery supporting beam. The first battery pack bracketand the second battery pack bracketare, for example, arranged at both ends of the battery supporting beam. When the battery pack is arranged on the first battery pack bracketor the second battery pack bracket, the battery pack may be fixed by bolts. A motor lower bracketis further arranged on the battery supporting beam, and the motor lower bracketis used for mounting the motor. For example, one end of the motor is connected with the vehicle frameby screws.

5 FIG. 6 FIG. 6 FIG. 114 106 114 110 114 100 106 115 115 106 115 115 114 117 106 117 116 106 116 106 116 116 106 116 118 116 118 119 119 1052 119 119 121 121 121 119 1052 119 121 121 121 100 120 119 120 119 Please refer to. In this embodiment, a front bumper bracketis further arranged at front ends of the two longitudinal beams, and the front bumper bracketmay be parallel to the battery supporting beam. The front bumper bracketis used to arrange the front bumper so as to protect the vehicle frame. The front end of the longitudinal beamis further provided with a front swing arm, a first end of the front swing armmay be fixed on the longitudinal beamby a front swing arm bracket, and a second end of the front swing armmay be connected with the front assembly, thereby supporting the front assembly. The front swing armmay be located on a rear side of the front bumper bracket. A rear trailer hook bracketis arranged at a tail or a rear end of the two longitudinal beams, a trailer connection may be arranged on the rear trailer hook bracket. A rear swing armis further arranged at a rear end of the longitudinal beam, a first end of the rear swing armis fixed on the longitudinal beamby a rear swing arm bracket, and a second end of the rear swing armis connected with the upper assembly for supporting the upper assembly. The rear swing armmay be arranged obliquely on the longitudinal beam. Inclination directions of these rear swing armsare different, thereby forming a good strength supporting point. A gas spring bracketis arranged on the rear swing arm, and the gas spring bracketis used to fix one end of a gas spring. Please refer to.shows a basic structural view of the upper assembly. The upper assembly may include a seat bucket frameand the seat bucket frameis provided on the upper assembly. The seat bucket frameis used to place the seat. A first end of the seat bucket frameis fixed on a seat bucket rear beam, for example, is fixed on the seat bucket rear beamby welding. The seat bucket rear beamis connected to a rear end of the seat bucket frameof the upper assembly. A plane formed by the seat bucket frameand the seat bucket rear beamis parallel to the bottom assembly. The seat bucket rear beammay also provide strength support for mounting the seat backrest bracket and mounting other accessories. At the same time, the seat bucket rear beammay also be connected with a rear connection point of a roof frame to provide strength for the vehicle frame. A seat armrestis further arranged at both ends of the seat bucket frame. The seat armrestis, for example, welded to the seat bucket frame.

6 FIG. 122 121 122 121 122 122 119 128 122 128 119 128 122 122 128 119 Please refer to. In this embodiment, a seat fixing bracketis also arranged on the seat bucket rear beam, for example, two seat fixing bracketsare arranged on the seat rear beam, so two seat fixing bracketsmay be included in this embodiment. The seat fixing bracketis located in the seat bucket frame, and a seat cushion mounting bracketis further arranged at a front end of the seat fixing bracket. The seat cushion mounting bracketis located on the seat bucket frame, and a center of the seat cushion mounting bracketand a center of the seat fixing bracketare located on a same straight line. When a rear limiting bracket of a seat cushion is clipped on the seat fixing bracket, and a front limiting bracket of the seat cushion is fixed on the seat cushion mounting bracketby bolts, the seat cushion may be fixed on the seat bucket frame.

6 FIG. 123 121 124 121 123 121 119 124 121 123 124 123 124 123 124 123 124 Please refer to. In this embodiment, seat belt buckle bracketsare arranged at both ends of the seat bucket rear beam, and two seat belt locking bracketsare arranged at a middle of the seat bucket rear beam. The seat belt buckle bracketis located on a contact surface between the seat bucket rear beamand the seat bucket frame. The seat belt locking bracketis located on a top of the seat bucket rear beam. The seat belt buckle bracketcorresponds to the seat belt locking bracketone by one. One end of a seat belt may be fixed on the seat belt buckle bracket, and a seat belt buckle is fixed on the seat belt locking bracketby screws. Therefore, when a user sits on the seat cushion, a safety of the user may be improved with the seat belt. A structure of the seat belt buckle bracketand the seat belt locking bracketis basically the same. Both the seat belt buckle bracketand the seat belt locking bracketmay be an ear structure with through holes.

6 FIG. 127 121 127 119 127 125 121 125 121 125 100 125 125 106 116 126 125 126 125 126 106 126 Please refer to. In this embodiment, seat backrest bracketsare further arranged at both ends of the seat bucket rear beam, and the seat backrest bracketsare arranged opposite to the seat bucket frame. The seat backrest bracketis used to mount the seat back, thereby improving a stability of the seat back. A cargo compartment mounting bracketis further arranged behind the seat bucket rear beam, and the cargo compartment mounting bracketmay be welded on the seat bucket rear beam. The cargo compartment mounting bracketis used to connect the cargo compartment and the vehicle frame. In this embodiment, the cargo compartment may be mounted on the vehicle framethrough pin shafts, gaskets and cotter pins. The cargo compartment mounting bracketis, for example, in a rectangular structure. The cargo compartment mounting bracketis fixed on the longitudinal memberthrough, for example, a plurality of rear swing arms. A rear shock absorber upper bracketis further arranged on the cargo compartment mounting bracket, and the rear shock absorber upper bracketmay be arranged on a horizontal beam of the cargo compartment mounting bracket, for example. The rear shock absorber upper bracketmay be arranged in a direction facing the longitudinal beam. One end of a rear shock absorber may be fixed by the rear shock absorber upper bracket.

5 FIG. 6 FIG. 130 131 106 130 131 106 130 131 130 110 130 131 132 132 132 130 131 133 131 133 119 133 131 133 131 119 119 134 133 134 106 134 106 119 134 106 125 119 125 134 129 119 129 Please refer toand. In this embodiment, a first connecting beamand a second connecting beamare further arranged between the two longitudinal beams. The first connecting beamand the second connecting beamare connected to and extending transversely between the two longitudinal beamsof the bottom assembly and the first connecting beamis parallel to the second connecting beam. The first connecting beamis further parallel to the battery supporting beam. The first connecting beamis further connected with the second connecting beamthrough a connecting arm, and a center of the connecting armmay be located on a center of the bottom assembly. The connecting armmay increase a stability of the first connecting beamand the second connecting beam. A first supporting beamis arranged on the second connecting beam. Upper ends of the first supporting beamare connected to support the seat bucket frame, lower ends of the first supporting beamare connected to the connecting beam, which means that the first supporting beamis vertically fixed on a bracket between the second connecting beamand the seat bucket frame, thus realizing a function of supporting the seat bucket frame. Two second supporting beamsare arranged on a rear side of the first supporting beam, and the two second supporting beamsmay be located on the two longitudinal beams. A second supporting beamis fixed between the longitudinal beamand the seat bucket frame. The other second supporting beamis arranged between the longitudinal beamand the cargo compartment mounting bracket. A supporting effect on the seat bucket frameand the cargo compartment mounting bracketmay also be strengthened by the two second supporting beams. A charging port bracketis further arranged on the seat bucket frame, and the charging port bracketmay be an ear structure with a through hole through which a charging line may be connected to the battery pack to charge the battery pack.

4 FIG. 5 FIG. 7 FIG. 1054 1051 1054 135 135 136 106 115 136 1361 136 137 136 137 136 137 136 100 137 138 136 138 138 139 135 Please refer to,and. In this embodiment, the front assemblyis located at a front of the bottom assembly. The front assemblyincludes the front shock absorber bracket. The front shock absorber bracketincludes a shock absorbing beamthat may be fixed to the longitudinal beamthrough the front swing arm. Both ends of the shock absorbing beaminclude shock absorbing through holesthrough which a front shock absorber may be fixed on the shock absorbing beam. A plurality of converter bracketsare further arranged on the shock absorbing beam, for example, two converter bracketsare arranged on the shock absorbing beam. The converter bracketis arranged vertically on the shock absorbing beam, for example. A converter may be fixed on the vehicle framethrough the converter bracket. The converter is, for example, a DC converter. Connecting piecesare further arranged at both ends of the shock absorbing beam, and the two connecting piecesare arranged in parallel. The connecting piecefurther includes a notch, which is used to connect to a front cover bracket, so as to realize a connection between the front shock absorber bracketand other components.

7 FIG. 8 FIG. 100 143 140 140 143 143 140 141 141 109 141 140 138 143 139 138 140 142 143 1421 143 142 1421 142 1421 144 145 100 144 145 10 Please refer toand. In this embodiment, the vehicle framemay further include a front machine cover first bracketand a front machine cover second bracket. The front machine cover second bracketis located on the front machine cover first bracket, and the two ends of the front machine cover first bracketand the front machine cover second bracketare connected by a roof frame front supporting bracket. The roof frame front supporting bracketis further connected with the edge beam. A front connection point of a roof frame may be fixed on the roof frame front supporting bracketby bolts. A front cover may be fixed on the front machine cover second bracketby bolts. The connecting pieceis engaged with the front machine cover first bracketthrough the notch, and a top of the connecting pieceabuts against the front machine cover second bracket. A braking pedal bracketis further arranged on the front machine cover first bracket, a steering column bracketis arranged on the front machine cover first bracketsimultaneously, and the braking pedal bracketis located on the steering column bracket. A brake is fixed on the braking pedal bracket. A steering column may be fixed on the steering column bracket. A steering machine bracketand an accelerator bracketare further arranged at the front end of the vehicle frame. A steering machine (steering gear) may be bolted to the steering machine bracketand an accelerator pedal may be bolted to the accelerator bracket. The steering machine may further be connected with the steering wheel. When the steering wheel is rotated, the steering machine is pulled, thereby pulling the front wheels to rotate, thereby realizing a steering function. When the accelerator pedal is depressed, a power of the electric all-terrain vehiclemay be increased.

8 FIG. 146 125 146 125 146 125 147 106 147 100 100 147 148 106 149 116 149 149 148 Please refer to. In this embodiment, a lock tongueis further arranged on the cargo compartment mounting bracket, and the lock tonguemay be located on both sides of the cargo compartment mounting bracket. When the cargo compartment is provided with a flip handle, the lock tonguemay block a lock hook of the flip handle, thereby fixing the cargo compartment on the cargo compartment mounting bracket. Rear stabilizer bar bracketsare respectively arranged on the two longitudinal beams, and the rear stabilizer bar bracketsmay fix the rear stabilizer bar on the vehicle framethrough hoops and bolts. When the rear wheel is mounted on the vehicle frame, some functional components may further be arranged on the rear stabilizer bar bracket. A gearbox front bracketis further arranged on the longitudinal beam, and a gearbox rear bracketis further arranged on the rear swing arm. The gearbox rear bracketis used for mounting a buffer bracket of gearbox. The gearbox may be arranged between the gearbox rear bracketand the gearbox front bracket. The gearbox may reduce the rotating speed of the motor and increase the torque of the motor. The gearbox may further be connected with the rear wheels to drive the rear wheels to rotate.

8 FIG. 8 FIG. 150 121 150 121 125 150 151 121 151 121 125 151 123 109 119 151 109 119 151 109 119 Please refer to. In this embodiment, a parking cable bracketis further arranged on the seat bucket rear beam. The parking cable bracketis, for example, arranged on a side of the seat bucket rear beamclose to the cargo compartment mounting bracket, and the parking cable bracketis used for fixing a parking cable and mounting a parking braking light switch. Side guard bracketsare further arranged at both ends of the seat bucket rear beam, and the side guard bracketsare further arranged on a side of the seat bucket rear beamclose to the cargo compartment mounting bracket. And the side guard bracketmay be located under the seat belt buckle bracketas may be seen from, the edge beamis provided with threaded holes. Threaded holes are also arranged on the seat bucket frame, and threaded holes are also arranged on the side guard bracket. Therefore, the threaded holes on a side guard may be aligned with the threaded holes on the edge beam, the seat bucket frameand the side guard bracket, and the side guard is fixed between the edge beamand the seat bucket frameby screws. The side guard may be arranged at both ends of the battery pack to protect the battery pack.

2 FIG. 5 FIG. 6 FIG. 9 FIG. 10 FIG. 11 FIG. 500 119 500 200 500 501 501 502 501 502 501 502 501 502 502 502 501 503 501 503 111 112 111 112 503 500 110 500 10 500 500 500 502 504 504 501 505 506 504 506 504 506 504 504 506 502 506 506 501 505 501 501 Please refer to,,and. In this embodiment, the battery packis located under the seat bucket frame, which means that the battery packis located under the seat. The battery packmay include a battery body, and the battery bodymay be a lithium battery, which has characteristics of long duration life, light weight, and strong adaptability too high and low temperatures. A plurality of heating patchesis arranged on an outside of the battery body, and the heating patchesare arranged on a side wall and a top of the battery body, for example. The heating patchis arranged on the outside of the battery body, so it is easier for a replacement. In this embodiment, heating patchesof different shapes may further be designed, so that a heating effect of the heating patchesmay be improved. The heating patchmay heat the battery body. A fixing partis further arranged around the battery body. The fixing partmay correspond to the first battery pack bracketor the second battery pack bracket, which means that a number of the first battery pack bracketor the second battery pack bracketis the same as a number of the fixing parts, and then the battery packis fixed on the battery supporting beamby bolts. In this embodiment, the seat is located above the battery pack, which may enable a center of gravity of the electric all-terrain vehicleto move forward, so that a load distribution of the walking wheels is more uniform, and a driving stability is better. In this embodiment, a length of the battery packis, for example, from 400 mm to 440 mm, a width of the battery packis, for example, from 450 mm to 470 mm, and an output power of the battery packis, for example, from 0 KW to 15 KW. Please refer toand. In this embodiment, the heating patchmay include an insulation layer, and the insulation layeris bonded to the battery bodythrough a heat-conducting silica gel. A resistance heating wireis arranged in the insulation layer. The resistance heating wiremay be tiled in the insulation layer. The resistance heating wireis arranged in the insulation layerin a serpentine shape, for example, and extends to an outside of the insulation layer. In some embodiments, the resistance heating wiremay also be arranged in a ring shape, for example, in a circle ring shape. A thickness of the heating patchis, for example, from 1 mm to 2 mm, such as 1.5 mm. When the resistance heating wireis energized by an external power source, the resistance heating wiremay generate heat, and the heat is transferred to the battery bodythrough the heat-conducting silica gel, which means that the battery bodyis heated by means of external heating, thereby increasing a temperature of the battery body.

2 FIG. 9 FIG. 10 FIG. 10 10 500 10 506 506 501 502 502 502 502 502 501 501 500 Please refer to, andthrough. In this embodiment, when the electric all-terrain vehicleis in a low-temperature environment (less than zero degrees), and when the electric all-terrain vehicleis started, the battery pack management system detects that the temperature of the battery packis too low, the electric all-terrain vehicleemits a low-temperature warning light, and the resistance heating wiremay be conductive through an external power source, so that the heat generated by the resistance heating wireis transferred to the battery body. In this embodiment, a safe temperature control value is set for the heating patch. When a temperature of the heating patchis higher than 55° C., a temperature control switch is cut off. When the temperature of the heating patchis lower than 40° C., the temperature control switch is closed, so that the temperature of the heating patchis within a safe range. In this embodiment, the heating patchmay quickly heat the battery body, so that the battery bodycan work normally at a lower temperature and improve an output efficiency of the battery pack.

1 FIG. 16 FIG. 500 10 1 1 2 2 500 300 2 1 500 500 300 Please refer toand. In this embodiment, a distance from a center of gravity of the battery packto a front end of the electric all-terrain vehicleis defined as a first distance H, and a range of the first distance His, for example, from one-third of a vehicle length Hto one-half of the vehicle length H. The battery packis arranged near a front end of the vehicle. When the cargo compartmentcarries heavy loads, the center of gravity of the vehicle will not move backwards, which ensures a stability of the vehicle. The vehicle length His, for example, 2667 mm, and the first distance His, for example, 1163 mm. In this embodiment, the battery packis arranged in a middle of the vehicle near the front end, so that the center of gravity of the battery packis located near the front end of the vehicle. Such arrangement may enable the vehicle to reach a balance, and prevent the center of gravity of the vehicle from moving backward after the cargo compartmentis loaded which may cause a phenomenon such as head tilting and overturning occurs.

1 FIG. 4 FIG. 17 FIG. 12 FIG. 13 FIG. 500 600 1053 500 600 200 500 600 600 500 600 158 500 159 600 110 600 119 600 1191 600 1051 1052 600 600 1191 121 1191 1191 119 1191 500 600 200 Please refer tothroughand. In this embodiment, the battery packand the controllerare arranged in the accommodation space. The battery packand the controllermay be arranged under the seat. The battery packis arranged under an auxiliary seat, for example, and the controlleris arranged under a main seat, which means that the controlleris arranged at one side of the battery packSpecifically, as shown inand, the controlleris located in a first accommodation portionunder the main seat, and the battery packis located in the second accommodation portionunder the auxiliary seat. A bottom of the controlleris fixed on the battery pack supporting beam, and a top of the controlleris fixed in the seat bucket frame, which means that the top of the controlleris fixed on a seat bucket bracketand the controlleris vertically arranged between the bottom assemblyand the upper assembly. The two sides of the controllermay be in contact with air, so as to speed up a heat dissipation of the controller. The seat bucket bracketmay be perpendicular to the rear seat bucket rear beam. The seat bucket bracketmay further be used to support the seat. In this embodiment, two seat bucket bracketsmay be arranged in parallel in the seat bucket frame. Of course, more seat bucket bracketsmay also be arranged. In this embodiment, the battery packand the controllerare fixed under the seat, so that a rear of the vehicle has a larger accommodation space, which is convenient for maintenance and electrical connection of the vehicle.

17 FIG. 18 FIG. 600 600 601 602 603 606 600 601 602 603 603 1191 604 603 606 604 606 110 600 603 603 600 a a Please refer toand. In this embodiment, the controllermay include a control panel, a contactor, a fuse component, a heat dissipation plateand a first connecting plate. The control panel, the contactorand the fuse componentare fixed on the heat dissipation plate. A top of the heat dissipation platemay be fixed to the seat bucket bracketthrough a first through hole. A bottom of the heat dissipation platemay be fixed to the first connecting platethrough the first through hole, and the first connecting platemay be fixed to the battery supporting beam, so as to realize a fixing of the controller. The two sides of the heat dissipation plateare not in contact with the vehicle frame, which increases a contact area between the heat dissipation plateand the air, thereby increasing a cooling effect of the controller.

18 FIG. 603 603 600 602 601 600 603 603 605 605 603 603 600 603 600 603 600 a a a Please refer to. In this embodiment, the heat dissipation plateis, for example, a rectangular structure, and one side of the heat dissipation plateis a smooth plane for fixing the control panel, the fuse componentand the contactor. The control panelis completely attached to the heat dissipation plate. The other side of the heat dissipation plateis provided with a plurality of groove surfaces, the groove surfacesare perpendicular to a side surface of the heat dissipation plate, and dense grooves are formed on the other side surface of the heat dissipation plateto increase the contact area with the air and strengthen a heat dissipation effect of the controller. The heat dissipation plateis made of metal, such as aluminum alloy, which is strong and has good thermal conductivity. When the controlleris mounted, the side surface of the heat dissipation plateon which the control panelis fixed faces an outside of the accommodation space, and the side surface with dense grooves faces the accommodation space.

17 FIG. 18 FIG. 606 607 608 607 603 608 607 606 605 608 608 607 608 600 608 600 609 607 609 500 600 608 608 600 110 Please refer toand. In this embodiment, the first connecting platemay include a first connecting surfaceand a second connecting surface. The first connecting surfaceis used for connecting the heat dissipation plateand the second connecting surface. A top of the first connecting surfaceis fixed on a side of the first connecting platewith the groove surface. In this embodiment, the first connecting surfaceand the second connecting surfaceare arranged at a certain angle. An angle range between the first connecting surfaceand the second connecting surfaceis, for example, from 75° to 89°, thus ensuring that a center of gravity of the controllerfalls on the second connecting surfacewhen the controlleris fixed on the vehicle frame. A second through holeis further arranged on the first connecting surface, and the second through holeallows air to flow into the accommodation space, thereby increasing the heat dissipation effect of the battery packand the controller. In this embodiment, the second connecting surfaceis, for example, a horizontal surface, and a through hole is arranged on the second connecting surface, so that the controllermay be fixed to the battery supporting beamthrough the through hole.

17 FIG. 19 FIG. 600 603 603 600 500 602 600 601 610 600 10 10 610 610 610 500 601 603 600 601 1291 500 610 601 1291 601 500 610 601 500 1291 600 500 600 a a a a a a a Please refer tothrough. In this embodiment, the control panelis fixed on the heat dissipation plateand is located on the smooth plane of the heat dissipation plate. The control panelis electrically connected with the battery packthrough the fuse component, and the control panelis further electrically connected with the contactorand a signal collector. The control panelis used to adjust an overall state of the electric all-terrain vehicle, wherein the overall state includes, for example, starting and shutting down, charging state, and driving state of the electric all-terrain vehicle. The signal collectorincludes, for example, a signal collectorfor braking, accelerator, and/or gear position, and a signal collectorfor temperature, and/or state of charge of the battery pack, and the like. The contactoris fixed on the heat dissipation plateand is arranged on a same plane as the control panel. The contactoris provided with multiple ports, for example including a first port, a second port and a trigger port (not shown in the figure). The first port is electrically connected with a charging port, the second port is electrically connected with the battery pack, and the trigger port is electrically connected with the signal collector. The contactoris in a normally open state. When the charging portis connected with an external power source, the contactoris normally open, and the external power source cannot charge the battery pack. When the trigger port of the signal collectorreceives a charging trigger signal, the contactoris closed, and the external power source charges the battery packthrough the charging port. In this embodiment, the charging trigger signal is provided by the control panel, and when the state of charge of the battery packand a temperature of a control device are within a set threshold, the control panelsends the charging trigger signal. In other embodiments, a trigger condition of the charging trigger signal may be set according to actual requirements.

17 FIG. 19 FIG. 602 603 602 600 601 602 500 602 600 602 500 600 500 610 600 602 500 a a a Please refer tothrough. In this embodiment, the fuse componentis fixed on the heat dissipation plate, and the fuse componentis arranged on the same plane as the control paneland on a same side as the contactor. One end of the fuse componentis electrically connected with the battery pack, and the other end of the fuse componentis electrically connected with the control panel. When a current in a circuit is large or a leakage occurs, the fuse componentis automatically turned off, so that the battery packmay not supply power to electrical components of a whole vehicle, and the vehicle stops working. When the temperature of the controller, the battery packor other electrical components collected by the signal collectoris greater than the set threshold, the control panelsends a signal to turn off the fuse component, so that the battery packmay not supply power to the electrical components of the whole vehicle, and the vehicle stops working.

6 FIG. 19 FIG. 20 FIG. 1291 129 1291 500 1292 601 600 1291 500 1291 601 1292 500 1292 500 1291 601 1291 500 1291 600 500 1291 10 Please refer to,through. In this embodiment, the charging portis located at a bottom of the seat cushion of the main seat, and is fixed on the charging port bracket. The charging portis electrically connected with the battery packthrough a charging cable. Moreover, the contactorof the controlleris electrically connected between the charging portand the battery pack. The charging portis first electrically connected with the contactorthrough the charging cable, and then electrically connected with the battery packthrough the charging cable. When the battery packneeds to be charged, the charging portis connected with the external power source, and when the contactoris closed, the charging portcharges the battery pack. The charging portis arranged under the main seat, and is close to the controllerand the battery pack, which simplifies a connection route and effectively prevents the charging portfrom colliding with a moving object when the electric all-terrain vehicleis charging, so as to ensure a charging safety of the vehicle.

14 FIG. 15 FIG. 17 FIG. 18 FIG. 1051 500 600 157 500 600 157 157 500 609 157 600 500 600 157 500 600 157 157 Please refer tothrough, andthrough. In an embodiment of the disclosure, on the bottom component, and near a position of the battery packand the controller, a plurality of ventilation holesare arranged, which means that bottoms of the battery packand the controllerare provided with ventilation holes. The ventilation holesat the bottom of the battery pack, the second through holeand the ventilation holesat the bottom of the controllerform an air passage, so that the battery packand the controllerin the accommodation portion have a better heat dissipation effect. A radius of the ventilation holeis smaller than a length and width of the battery packand the controller. A radius range of the ventilation holeis, for example, from 50 mm to 100 mm. While not destroying a supporting function of the vehicle frame, an area of the ventilation holeis increased, so that the vehicle has a better heat dissipation effect during a driving process.

1 FIG. 21 FIG. 300 100 200 300 300 300 301 302 301 303 302 304 301 302 303 304 302 303 301 302 304 305 305 304 302 302 304 302 304 303 304 313 313 305 313 305 Please refer toand. In this embodiment, the cargo compartmentis arranged on the vehicle frameand located at a rear end of the seat. The cargo compartmentis used to carry goods. The cargo compartmentmay be a symmetrical structure, such as a rectangular symmetrical structure. The cargo compartmentmay include a bottom plate, a front fenceis arranged at a front end of the bottom plate, and a rear fenceis arranged at a rear end of the bottom plate. Side fencesare arranged on both sides of the bottom plate. The front fenceand the rear fencehave a same structure. The side fenceis arranged between the front fenceand the rear fence, thereby forming a housing area on the bottom plate, so that cargo may be carried. In this embodiment, the front fenceand the side fenceare connected through a side fence handle, which means that a handle part of the side fence handleis arranged on the side fence, and a hook part is arranged on the front fence. When the handle part is pulled upward, the hook part is separated from the front fenceso that the side fencemay be opened. When the handle part is pulled downward, the hook part is fixed on the front fence, so that the side fencemay be fixed. The rear fenceand the side fencemay be connected through a rear fence handle, and a working principle of the rear fence handleis basically the same as that of the side fence handle, which will not be repeated here. In this embodiment, a number of the rear fence handleand the front fence handleare the same, for example, two.

1 FIG. 21 FIG. 22 FIG. 301 314 314 100 302 301 304 301 306 306 301 306 304 304 306 304 304 304 303 314 301 303 302 301 307 314 307 304 300 307 307 100 300 100 Please refer toandthrough. In this embodiment, the bottom plateis fixed on a cargo compartment frame, and the cargo compartment frameis fixed on the vehicle frame. The front fenceis fixed to the bottom plateby bolts, for example. The side fenceis fixed to the bottom platethrough a hinge, which means that a first end of the hingeis fixed on the bottom plate, and a second end of the hingeis fixed on the side fence, so that the side fencemay rotate around the hinge. A positioning block may further be arranged on the side fence, and when the side fenceis closed, the side fencemay be aligned to eliminate noise. The rear fencemay further be fixed on the cargo compartment frameand the bottom plateby pin shafts, which means that the rear fenceand the front fencemay be detachably fixed on the bottom plate, so it is beneficial to save transportation space and facilitate packaging and transportation. A cargo compartment hookis further arranged on the cargo compartment frame, and the cargo compartment hookmay be located under the side fence. When the cargo is placed on the cargo compartment, a rope may be fixed on the cargo compartment hook, so that the cargo may be fixed. Of course, in some embodiments, the cargo compartment hookmay further be connected with the vehicle frame, so as to fix the cargo compartmenton the vehicle frame.

21 FIG. 308 303 304 308 303 304 308 303 304 303 304 309 303 309 300 303 304 303 304 301 309 310 301 310 312 304 304 312 312 304 312 300 300 300 Please refer to. In this embodiment, a blocking coveris further arranged at a contact area between the rear fenceand the side fence, which means that the blocking coveris arranged between the rear fenceand the side fence. The blocking coveris, for example, buckled on the rear fenceand the side fence, so that the rear fenceand the side fenceare in close contact. A limiting zipperis further arranged on the rear fence, and the limit zipperis located inside the cargo compartment. When the rear fenceand the side fenceare unfolded, the rear fence, the side fenceand the bottom plateform a larger bottom plate through the limiting zipper, so that a larger volume of goods may be transported. A plurality of internal hooksare further arranged in the bottom plate, and the internal hooksmay be used to fix the goods and prevent the goods from moving. A fence hookis further arranged on the side fence, and when the side fenceis unfolded, goods may be fixed through the fence hook. For example, at least two fence hooksare arranged on each side fence, for example, two or three or more fence hooksare arranged. In this embodiment, a length of the cargo compartmentis, for example, from 800 mm to 2000 mm, a width of the cargo compartmentis, for example, from 800 mm to 1700 mm, and a height of the cargo compartmentis, for example, from 220 mm to 500 mm.

22 FIG. 22 FIG. 300 301 314 314 315 314 315 300 316 314 316 314 314 300 316 300 300 316 300 300 317 314 317 100 300 317 300 100 318 314 318 319 314 319 320 314 320 314 320 300 320 300 300 Please refer to.is a schematic view of a bottom of the cargo compartment. The bottom plateis arranged on the cargo compartment frame, and the cargo compartment framemay be composed of criss-cross supporting frames. A lifting bracketis arranged on the cargo compartment frame, and the lifting bracketis used for connecting a lifting mechanism, so that an efficiency of turning over the cargo compartmentmay be improved. A gas spring upper bracketis arranged on the cargo compartment frame, for example, two gas spring upper bracketsare arranged on the cargo compartment frame, so that two gas springs may be arranged on the cargo compartment frame, and the gas spring may assist in turning the cargo compartment. In this embodiment, the gas spring upper bracketis, for example, arranged along a length direction of the cargo compartmentand at 0.6 to 0.78 of the length of the cargo compartment, which means that a ratio of a distance between the gas spring upper bracketand a rear end of the cargo compartmentto the length of the cargo compartmentmay be from 0.6 to 0.78, thereby improving a working efficiency of the gas spring. A plurality of adjustable limiting blocksare arranged on the cargo compartment frame, which means that the adjustable limiting blocksare located between the vehicle frameand the cargo compartment, which may play a role of load bearing and shock absorption. The adjustable limiting blockmay further be adjusted up and down, which may make up a gap between the cargo compartmentand the vehicle frame. A reflective sign bracketis further arranged at a tail of the cargo compartment frame, and the reflective sign bracketis used for mounting a reflective sign, so that a safety of the electric all-terrain vehicle may be ensured. A tail light bracketis further arranged at the tail of the cargo compartment frame, and the tail light bracketis used for mounting a tail light. A handle assemblyis further arranged on a front part of the cargo compartment frame, and the handle assemblyis fixed on the cargo compartment frameby bolts. The handle assemblyis used to flip the cargo compartmentand is easy to operate. In this embodiment, a ratio of a distance between the handle assemblyand the rear end of the cargo compartmentto the length of the cargo compartment is, for example, from 0.75 to 1, thereby facilitating a fixing of the cargo compartmentand a flipping operation.

22 FIG. 23 FIG. 23 FIG. 320 320 320 320 321 321 322 321 323 321 325 323 321 323 325 326 325 321 325 323 314 326 321 314 327 325 314 321 325 324 323 324 100 321 325 325 321 325 314 326 321 314 Please refer toand.is a structural view of the handle assembly. The handle assemblyhas a symmetrical structure, and the handle assemblyis an integral structure, which is easy to disassemble. The handle assemblyincludes a handle body, and two ends of the handle bodyare bent into a handle shape. Handle coversare arranged at both ends of the handle body. A hanging hookis arranged on a middle area of the handle body, and a fixing pieceis arranged beside the hanging hook, which means that the handle bodypasses through the hanging hookand the fixing piecein turn. A combination boltis arranged on the fixing piece, and an area of the handle bodylocated between the fixing pieceand the hanging hookmay be clamped on the cargo compartment frameand fixed by the combination bolt. Therefore, the handle bodymay be fixed on the cargo compartment frame. An oil-free bushingis further arranged at an area where the fixing pieceis in contact with the handle body, so that a frictional force between the handle bodyand the fixing piecemay be improved. A return springis further arranged on the hanging hook, and an end of the return springis further arranged on the vehicle frame. The two ends of the handle bodyare further provided with fixing pieces, which means that four fixing piecesare arranged on the handle body. The fixing pieceis fixed on the cargo compartment framethrough the combination bolt, so the handle bodyis fixed on the cargo compartment frame.

23 FIG. 25 FIG. 24 FIG. 3231 323 146 100 324 154 100 323 3231 3232 3232 3233 3233 3232 3231 3232 3232 3233 3234 3235 3235 3234 3234 323 321 3235 324 3231 146 323 300 100 328 118 316 328 300 100 329 300 329 329 314 329 300 300 300 300 300 300 100 322 321 323 146 100 324 323 146 30 322 321 323 146 300 320 300 328 300 320 323 146 320 Please refer tothrough. In this embodiment, an opening partof the hanging hookhooks the lock tongueon the vehicle frame, and an end of the return springis connected with a return spring bracketon the vehicle frame. Specifically, as shown in, the hanging hookincludes the opening partand a hanging plate, the hanging plateis provided with an opening hole, and the opening holeis arranged on the hanging plate. The opening partis arranged at a bottom of the hanging plateand connected with the bottom of the hanging plate. The opening holeincludes a first opening holeand a second opening hole, and the second opening holeis arranged on one side of the first opening hole. The first opening holeof the hanging hookis used for the handle bodyto pass through, the second opening holeis connected with the return spring, and the opening partengages the lock tongue. Therefore, the hanging hookis used to engage the cargo compartmentwith the vehicle frame. Two ends of the gas springare respectively connected with the gas spring bracketand the gas spring upper bracket. A specification of the gas springis, for example, from 25 kg to 80 kg, so it is convenient to purchase and replace. The cargo compartmentis further fixed on the vehicle framethrough a flip bracket, which means that the cargo compartmentmay be flipped around the flip bracket. The flip bracketis, for example, arranged at a rear end of the cargo compartment frame. For example, a ratio of a distance between the flip bracketand the rear end of the cargo compartmentto the length of the cargo compartmentmay be from 0.25 to 0.45, so that a center of gravity of the cargo may be closer to a flipping axis, so that a flipping moment may be reduced. In this embodiment, a flipping center of the cargo compartmentmay be arranged at a middle position of the cargo compartment, so that flipping the cargo compartmentsaves more effort. When it is necessary to fix the cargo compartmenton the vehicle frame, the handle covermay be held and the handle bodymay be flipped, so that the hanging hookhooks the lock tongueon the vehicle frame, and the return springmay assist the hanging hookto hook the lock tonguefirmly. When the cargo compartmentneeds to be turned over, the handle coveris held and the handle bodyis turned in an opposite direction, so that the hanging hooksare separated from the lock tongueand the cargo compartmentmay be turned over. In this embodiment, the handle assemblymay enable the flipping moment of the cargo compartment to be smaller, and the operation is easier. Simultaneously, in order to turn over the cargo compartmentconveniently, two gas springsare arranged at the bottom of the cargo compartment, so efforts may be saved. The handle assemblyhas relatively high rigidity, and the hanging hookand the lock tonguemay withstand a force of 5000N. The handle assemblyhas no plastic deformation and has high reliability.

22 FIG. 26 FIG. 300 330 100 330 332 331 332 100 332 315 332 330 332 300 300 330 331 332 100 315 Please refer toand. In this embodiment, hydraulic power may also be used to flip the cargo compartment. A hydraulic power unitis arranged on the vehicle frame, and the hydraulic power unitis connected with a hydraulic cylinderthrough a hydraulic oil pipe. A first end of the hydraulic cylinderis fixed on the vehicle framethrough a pin assembly, and a second end of the hydraulic cylinderis fixed on the lifting bracketthrough the pin assembly. A mounting angle of an electric lifting of the hydraulic cylinderis from 45° to 90°, for example, 60°. A lifting force may be from 3000N to 25000N. A motor voltage of the hydraulic power unitmay be 12V or 24V. When the hydraulic cylinderworks, a front end of the cargo compartmentmay be lifted upwards, so as to realize a turnover of the cargo compartment. Of course, in some embodiments, the hydraulic power unit, the hydraulic oil pipeand the hydraulic cylindermay also be replaced by an electric lifting mechanism. A first end of the electric lifting mechanism is fixed on the vehicle framethrough a pin shaft, and a second end of the electric lifting mechanism is fixed on the lifting bracketthrough a pin shaft assembly. A control switch of the electric lifting mechanism may be arranged on an instrument panel. A mounting angle of the electric lifting mechanism may also be from 45° to 90°, such as 70°. A voltage of the electric lifting mechanism may be 12V, 24V, 36V, 48V, 72V, 84V or 96V. A lifting force of the electric lifting mechanism may be 3000N to 25000N.

22 FIG. 26 FIG. 300 320 332 300 300 300 320 328 324 314 300 320 328 324 314 Please refer toand. In this embodiment, the operator may turn over the cargo compartmentby flipping the handle assemblyor the hydraulic cylinder, so that a modification requirement of switching between a manual turning over cargo compartmentand a power turning over cargo compartmentmay be realized. For example, when the cargo compartmentis turned over manually, the handle assembly, the gas springand the return springmay be mounted on the cargo compartment frame. For example, when the cargo compartmentis turned over by power, a mounting of the handle assembly, the gas springand the return springmay not be mounted on the cargo compartment frame.

1 FIG. 2 FIG. 27 FIG. 200 201 500 201 600 201 202 201 202 201 202 201 201 203 203 201 203 201 201 203 200 201 201 201 201 Please refer tothroughand. In this embodiment, the seatmay include two seat cushions, the battery packmay be located under the left seat cushion, and the controllermay be located under the right seat cushion. At least one seat cushion fixing columnis further arranged on a back of the seat cushion, and the seat cushion fixing columnmay be arranged at a front end of the seat cushion. The seat cushion fixing columnis, for example, perpendicular to a back surface of the seat cushion. A top of the seat cushionis further provided with a backrest, the backrestand the seat cushionmay be arranged at a certain angle, and the angle between the backrestand the seat cushionis, for example, from 100° to 110°. Therefore, when the operator sits on the seat cushion, the backrestmay improve the operator's comfort and reduce fatigue. Of course, in some embodiments, the seatmay further include three seat cushionsor more seat cushions. A length of the seat cushionis, for example, from 400 mm to 450 mm, and a width of the seat cushionis, for example, from 400 mm to 450 mm.

6 FIG. 27 FIG. 204 201 204 203 204 2041 2042 2042 2041 2042 2041 203 2042 2041 206 2041 206 2042 203 206 203 206 2042 205 203 207 2042 206 207 127 207 2042 201 207 207 127 204 121 204 204 208 208 208 123 208 124 Please refer toand. In this embodiment, a backrest bracketis further arranged at a rear end of the seat cushion, and the backrest bracketis used to support the backrest. The backrest bracketmay include a backrest cross barand a backrest longitudinal bar. The backrest longitudinal baris arranged, for example, at both ends of the backrest cross bar, and the backrest longitudinal barand the backrest crossbarare connected by chamfering. The backrestprotrudes from the backrest longitudinal bar, so the operator may be prevented from contacting the backrest cross bar, which is beneficial to improve comfort. A backrest supporting frameis further arranged on the backrest cross bar, the backrest supporting frameis for example arranged between two backrest longitudinal bars, then the two backrestsmay further be separated by the backrest supporting frame. Two ends of the backrestare respectively fixed on the backrest supporting frameand the backrest longitudinal rodthrough the connecting piece, thus realizing a fixing of the backrest. A backrest fixing bracketis further arranged on a free end of backrest longitudinal barand a free end of backrest supporting frame, the backrest fixing bracketis located opposite to the seat backrest bracket, and backrest fixing bracketis arranged on a side of the backrest cross baraway from the seat cushion. A bottom of the backrest fixing bracketmay be a plane, and a through hole is arranged in the plane. When a bolt is arranged in the through hole, the backrest fixing bracketmay be fixed on the seat backrest bracket, which means that the backrest bracketis fixed on the seat bucket rear beam. Therefore, in this embodiment, the backrest bracketmay be disassembled conveniently, which is beneficial for replacing the backrest bracket. A seat belt structureis further arranged at the rear end of the seat cushion, and the seat belt structuremay be mounted on the seat belt buckle bracket. When using the seat belt structure, the seat belt buckle may be fixed on the seat belt locking bracket, thereby improving a safety of the operator.

6 FIG. 28 FIG. 201 119 201 122 201 122 202 128 1281 128 202 1281 1281 202 201 201 202 128 201 500 600 Please refer toand. In this embodiment, when the seat cushionis fixed on the seat bucket frame, the rear end of the seat cushionmay be fixed on the seat fixing bracket. For example, the rear end of the seat cushionis rotatably fixed on the seat fixing bracket. Then the seat cushion fixing columnis arranged in the seat cushion mounting bracket, and the rubber cushionis arranged in the seat cushion mounting bracket. When the seat cushion fixing columnpasses through the rubber cushion, the rubber cushionmay lock the seat cushion fixing column, and may further play a role of shock absorption. When the seat cushionneeds to be opened, the front end of the seat cushionmay be lifted upwards, so that the seat cushion fixing columnis separated from the seat cushion mounting bracket. Therefore, it is convenient to disassemble the seat cushion, which is beneficial to maintenance of the battery packand the controller.

26 FIG. 29 FIG. 209 201 209 210 210 211 212 212 211 210 211 210 212 210 213 211 213 211 211 211 Please refer toand. A cup holdermay further be arranged between the two seat cushions, and the cup holdermay include a first base, which may be in a stepped shape. The first baseis provided with a first cup holeand a second cup hole, a height of the second cup holeis greater than a height of the first cup hole. Therefore, water cups of different heights may be placed on the first base. The first cup holeis arranged at a front end of the first base, and the second cup holeis arranged at a rear end of the first base. A handbrake fixing areais further arranged on one side of the first water cup hole, which means that a handbrake may be arranged in the handbrake fixing area. Of course, in some embodiments, a cover body may further be arranged on the first water cup hole, so as to seal the first water cup hole, which means to turn the first water cup holeinto a storage space.

4 FIG. 30 FIG. 10 901 902 901 902 1054 901 902 100 901 200 902 901 902 901 903 902 902 903 Please refer toand. In this embodiment, the electric all-terrain vehiclemay further include a casingand a front casing. The casingand the front casingare arranged on the front assembly, which means that the casingand the front casingare both arranged on the vehicle frame. The casingis located at a front end of the seat, and the front casingis located at a front end of the casing. The front casingand the casingare connected by a rotating assembly, so when the front casingis opened, the front casingmay be turned over freely. The rotating assemblyis, for example, a pin shaft assembly.

30 FIG. 31 FIG. 31 FIG. 102 902 102 902 102 1021 1021 102 1021 102 100 102 902 1021 102 100 1021 1021 102 1022 1021 1022 906 1022 1021 1022 1021 102 1022 902 906 Please refer toand. In this embodiment, the front bumperis further arranged in front of the front casing, and the front bumpermay be used to protect the front casing. The front bumperis provided with a front bumper supporting beam, and the front bumper supporting beamis used to support the front bumper, which means that a first end of the front bumper supporting beamis welded on the front bumper, and a second end is welded on the vehicle frame. Therefore, the front bumpermay be fixed to a front end of the front casing. It should be noted that only one front bumper supporting beamis shown in, and the front bumperis fixed on the vehicle frame, for example, through two front bumper supporting beams, and the two front bumper supporting beamsare symmetrically arranged on the front bumper. A safety bar bracketis arranged on the front bumper supporting beam, and the safety bar bracketis used for fixing a first limiting plate. The safety bar bracketis for example arranged on a top of the front bumper supporting beam, which means that the safety bar bracketis for example arranged at a position where the front bumper supporting beamis close to the front bumper. The safety bar bracketmay extend into the front casingso as to fix the first limiting plate.

31 FIG. 31 FIG. 31 FIG. 905 906 905 902 902 908 905 905 908 907 907 102 902 907 102 906 905 907 908 Please refer to. In this embodiment, an elastic bracketis matched with the first limiting plate, the elastic bracketis used to be connected with the front casing, and enables the front end of the front casingto lean against a second limiting plate. Therefore, the elastic bracketmay play a role of fixing and at the same time play a role of shock absorption. A material of the elastic bracketmay be rubber material. The second limiting plateis fixed on a second limiting plate bracket, and one end of the second limiting plate bracketis fixed on the front bumperand extends inside the front casing. The second limiting plate bracketis located on a central area of the front bumper. It should be noted that, since a structure inis a symmetrical structure, only one first limiting plate, one elastic bracket, one second limiting plate bracketand one second limiting plateare shown in.

31 FIG. 32 FIG. 904 902 905 904 904 905 905 902 902 100 902 908 905 905 906 902 908 902 908 Please refer toand. In this embodiment, a second connecting plateis arranged at a bottom of the front casing. When a top of the elastic bracketis aligned with the second connecting plate, the second connecting plateand the elastic bracketmay be fixed by bolts, which means that the elastic bracketis fixed on the front casing. When the front casingcovers on the vehicle frame, the front end of the front casingis in contact with the second limiting plateby pulling the elastic bracketdownward. Then the elastic bracketis fixed on the first limiting plateto realize a fixing of the front casing. In this embodiment, the second limiting plateis, for example, made of rubber material, so it may play a role of shock absorption. In some embodiments, the front end of the front casingmay directly contact the frame, so the second limiting platedoes not need to be arranged.

33 FIG. 34 FIG. 906 1022 906 905 909 906 1022 906 1022 906 1022 910 906 910 906 910 905 905 910 Please refer toand. In this embodiment, a first end of the first limiting plateis fixed on the safety bar bracket, and a second end of the first limiting plateis connected with the elastic bracket. The first endof the first limiting platemay be welded and fixed on the safety bar bracket. The first limiting platemay be arranged at an angle to the safety bar bracket, of course, the first limiting platemay also be perpendicular to the safety bar bracket. A grooveis arranged on a second end of the first limiting plate, and the grooveextends toward an inside of the first limiting platealong the second end. The grooveis used to fix the elastic bracket, which means to place the elastic bracketin the groove.

32 FIG. 34 FIG. 35 FIG. 905 911 912 913 914 911 912 912 911 913 912 913 912 911 913 912 913 911 913 911 914 913 914 912 914 914 914 915 914 914 904 915 904 915 905 902 914 914 904 905 906 914 910 913 905 906 913 910 914 910 914 910 905 911 912 910 910 912 910 913 911 906 Please refer to,and. In this embodiment, the elastic bracketmay include a second base, a first supporting body, a limiting blockand a second supporting body. The second baseis connected with the first supporting body, which means that the first supporting bodyis vertically arranged on the second base. The limiting blockis located on the first supporting body, and the limiting blockis, for example, a cube structure. The first supporting bodyis, for example, a cylindrical structure, and the second baseis, for example, a cylindrical structure. A width of the limiting blockis greater than a width of the first supporting body, and the width of the limiting blockis smaller than a width of the second base. Of course, the width of the limiting blockmay also be equal to the width of the second base. The second supporting bodyis arranged on the limiting block. A height of the second supporting bodymay be greater than a height of the first supporting body. A width of the second supporting bodygradually increases from a bottom to a top, and a thickness of the second supporting bodygradually decreases from the bottom to the top, which means that the top of the second supporting bodyhas a larger area. A fixing holeis further arranged on the top of the second supporting body. When the top of the second supporting bodyis attached to the second connecting plate, the fixing holeis aligned with a connecting hole on the second connecting plate. Then bolts are placed in the fixing holesand the connecting hole, so that the elastic bracketmay be fixed on the front casing. In this embodiment, since the top of the second supporting bodyhas a larger surface area, there is a larger contact area between the second supporting bodyand the second connecting plate, thus improving a connection stability. In this embodiment, when the elastic bracketis connected with the first limiting plate, the second supporting bodymay be placed in the groove, and at the same time, due to a function of the limiting block, the elastic bracketis connected with the first limiting plate. It should be noted that the width of the limiting blockmay be greater than a width of the groove, and the width of the bottom of the second supporting bodymay be equal to or smaller than the width of the groove. Therefore, it is convenient to place the second supporting bodyin the groove. In this way, the operator may pull the elastic bracketthrough the second base, which is easy to grasp and operate. Of course, in some embodiments, the first supporting bodymay also be placed in the groove, and then the second baseplays a limiting role. Of course, when the first supporting bodyis arranged in the groove, the limiting blockand the second basemay respectively contact two sides of a first limiting platethereby increasing the connection stability.

31 FIG. 36 FIG. 908 916 917 917 916 916 917 9171 9172 9172 916 9171 9171 9171 917 9172 9172 9171 916 907 907 916 917 907 9171 9172 9171 908 907 916 907 902 907 902 Please refer toand. In this embodiment, the second limiting platemay include a rubber plateand a rubber fixing column. The rubber fixing columnis arranged on a bottom of the rubber plate. Both sides of the rubber plateare bent. The rubber fixing columnmay include a main body partand a contact part, and the contact partis further connected with the rubber plate. The main body partis, for example, a circular truncated structure, and a diameter of a top of the main body partis larger than a diameter of a bottom of the main body part, so it is convenient to arrange the rubber fixing columnin the fixing hole. The contact partis, for example, a cylinder, and a diameter of the contact partmay be smaller than the diameter of the top of the main body part. When the rubber plateis placed on the second limiting plate bracket, a top surface of the second limiting plate bracketis attached to a bottom surface of the rubber plate. Then the rubber fixing columnis placed in the fixing hole on the second limit plate bracket, which means that the main body partis first arranged in the fixing hole. Then the fixing hole is contacted with the contact part. Since the diameter of the top of the main body partis larger, it may play a limiting role, which means that the second limiting platemay be firmly fixed on the second limiting plate bracket. In this embodiment, bent parts on both sides of the rubber platecover a side wall of the second limiting plate bracket, so that the front casingmay be prevented from contacting the side wall of the second limiting plate bracketand the front casingmay be protected.

30 FIG. 36 FIG. 902 905 905 910 902 908 902 902 905 905 910 906 902 902 903 902 Please refer tothrough. In this embodiment, when the front casingneeds to be covered, the elastic bracketis pulled down, and then the elastic bracketis fixed in the groove. Then the front end of the front casingis enabled to abut against the second limiting plate, so as to fix the front casing. When the front casingneeds to be turned over, the elastic bracketis moved to one side, which means that the elastic bracketis separated from the grooveand the first limiting plate. And then the front casingis lifted up, so that the front casingturns around the rotating assembly. In this embodiment, when the front casingis turned over, the operation is convenient, safe and reliable, and it is beneficial to the maintenance.

2 FIG. 700 100 800 100 700 800 700 800 800 700 100 100 800 700 Please refer to. In this embodiment, the motoris arranged at the rear end of the vehicle frame, and the gearboxis further arranged at the rear end of the vehicle frame. The motoris connected with the gearbox. The cargo compartment may be located above the motorand the gearbox, which means that the gearboxand the motorare located between the cargo compartment and the vehicle frame. Therefore, the space of the vehicle framemay be fully utilized, and at the same time, it is also beneficial to maintain the gearboxand the motor.

8 FIG. 37 FIG. 38 FIG. 700 701 702 701 702 125 702 152 702 152 701 100 703 701 703 800 703 704 703 800 704 800 800 116 801 801 116 800 800 100 Please refer to,and. In this embodiment, the motormay include a motor body, and an upper connecting plateis mounted on a tail of the motor body. A top of the upper connecting platemay be connected with the cargo compartment mounting bracket. The top of the upper connecting platemay be in contact with an upper connecting plate bracket, and then the upper connecting plateand the upper connecting plate bracketare fixed by bolts, thereby fixing the motor bodyon the vehicle frame. A rear connecting plateis further arranged on the motor body, and the rear connecting plateis used for connecting with the gearbox. The rear connecting plateis located on one side of an output shaft. The rear connecting plateis connected with the gearboxthrough bolts, so that the output shaftis arranged in the gearbox. A rear end of the gearboxis fixed on the rear swing armthrough a buffer bracket, and two ends of the buffer bracketare respectively connected with the gearbox rear bracket on the rear swing arm. A front end of the gearboxis further connected with the gearbox front bracket, so that the gearboxis fixed on the vehicle frame.

1 FIG. 3 FIG. 500 600 200 500 700 700 800 300 100 500 600 600 700 700 800 800 700 700 402 401 10 10 10 153 Please refer tothrough. In this embodiment, the battery packand the controllerare located under the seat. The battery packis located at a front end of the motor, and the motorand the gearboxare located below the cargo compartment, so the space of the vehicle framemay be fully utilized. The battery packis electrically connected with the controller, and the controllercontrols a rotation of the motor. Since the motoris connected with the gearbox, the gearboxmay reduce the rotating speed of the motor, increase the torque of the motor, and then drive the rear wheelsforward or backward. When the steering wheel is rotated, the front wheelsmay be driven to rotate, so that the walking direction of the electric all-terrain vehiclemay be changed. When the electric all-terrain vehicleis stopped, the electric all-terrain vehiclemay be prevented from moving by pulling a parking brake.

1 FIG. 3 FIG. 10 10 10 10 10 401 402 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 500 500 Please refer tothrough. In this embodiment, when the electric all-terrain vehicleis driving on a flat road, a driving speed of the electric all-terrain vehiclemay be from 20 km/h to 30 km/h, for example, 25 km/h. When the electric all-terrain vehicleis running on a slope, the driving speed of the electric all-terrain vehiclemay be from 10 km/h to 15 km/h, for example, 12 km/h. In some embodiments, a speed reduction ratio of the electric all-terrain vehiclemay be 11.7, and a diameter D1 of the front wheelor the rear wheelmay be 0.609 m. A diameter D of the output shaft of the motor of the electric all-terrain vehiclemay be 0.02 m. A coefficient μ of rolling friction of the electric all-terrain vehicleis 0.05. When the electric all-terrain vehicleis running on a slope, a slope angle α may be 20°. A gravity G of the electric all-terrain vehiclemay be 9200N. A component F2 of gravity of the electric all-terrain vehicleperpendicular to the slope which exerts on the slope may be 8645N. A friction force f of the electric all-terrain vehiclemay be 432N. A component F1 of gravity of the electric all-terrain vehiclealong a slope direction may be 3145N. A slope traction force F of the electric all-terrain vehiclemay be 3577N. A flat traction force F of the electric all-terrain vehiclemay be 460N. A climbing motor torque T of the electric all-terrain vehiclemay be 93 Nm, a climbing motor rotating speed n may be 1019 r/min, a climbing speed V1 may be 2.78 m/s, and a flat walking speed V2 may be 6.67 m/s. According to the above parameters, a motor power P of the electric all-terrain vehicleon flat road is calculated that P=F*V=G*μ*V2=9200*0.05*6.67=3067 W. A climbing motor power P of this electric all-terrain vehicleis calculated that P=F*V=G*μ*V1=9200*sin((20/180)*3.14)+9200*cos((20/180)*3.14)*0.05*2.77=9937 W. A motor torque of the electric all-terrain vehicleon a flat road is T=F*D1/2/(speed reduction ratio)=460*0.609/2/11.7=12 Nm. The climbing motor torque of the electric all-terrain vehicleis T=F*D1/2/(speed reduction ratio)=3577*0.609/2/11.7=93 Nm. According to the above calculation results and an actual situation, the power P of the motor may be 5 KW. A driving range of the electric all-terrain vehiclemay be greater than 60 km, for example 80 km. A battery life of the electric all-terrain vehiclemay be 60/24=2.5 H. A battery capacity may be 3.067 KW*2.5 H=7.67 KWh. In some embodiments, a discharge current of the battery packmay be from 100 A to 200 A, and the battery capacity of the battery packmay be 8 kwh.

39 FIG. 106 160 161 160 161 160 161 160 116 160 161 1601 160 1601 160 160 Please refer to. In this embodiment, the rear end of the longitudinal beamis further provided with a first rear rocker armand a second rear rocker arm. The first rear rocker armis located above the second rear rocker arm. Structures of the first rear rocker armand the second rear rocker armare basically the same. Both ends of the first rear rocker armare respectively fixed on the two rear swing arms, so that the first rear rocker armextends to an outside of the vehicle frame, thereby forming a bent end on the outside of the vehicle frame. Similarly, the second rear rocker armforms a bent end on the outside of the vehicle frame. These two bent ends may be used to attach a rear steering knuckle. A first fixing pieceis further arranged between the first rear rocker arms, and the first fixing piecemay play a role in reinforcing the first rear rocker armand improving a stability of the first rear rocker arm.

39 FIG. 40 FIG. 162 161 162 161 162 161 100 163 163 162 163 164 163 160 160 163 162 164 163 162 164 165 166 160 161 165 166 167 165 160 165 167 166 161 166 167 167 402 168 169 167 168 167 169 169 168 Please refer toand. In this embodiment, a trayis further arranged on the second rear rocker arm, and the traymay be located at a front end of the second rear rocker arm, which means that the trayis near the bent end of the second rear rocker arm. The vehicle frameis further provided with a rear shock absorber, a first end of the rear shock absorberis fixed on the tray, and a second end of the rear shock absorberis fixed on the cargo compartment supporting beam. The rear shock absorberfurther passes through an inside of the first rear rocker armwithout being in contact with the first rear rocker arm. Both ends of the rear shock absorberare respectively fixed on the trayand the cargo compartment supporting beamby bolts. The rear shock absorberis, for example, arranged obliquely between the trayand the cargo compartment supporting beam. A first connecting componentand a second connecting componentare respectively arranged on the bent ends of the first rear rocker armand the second rear rocker arm. The first connecting componentand the second connecting componentmay respectively connect a top and a bottom of the rear steering knuckle. A first end of the first connecting componentis welded on the bent end of the first rear rocker arm, and a second end of the first connecting componentis fixed on the top of the rear steering knuckleby bolts. A first end of the second connecting componentis welded to the bent end of the second rear rocker arm, and a second end of the second connecting componentis fixed to the bottom of the rear steering knuckleby bolts. The rear steering knucklemay drive a steering of the rear wheel. A rear brake discand a rear hub motorare sequentially arranged outside the rear steering knuckle, which means that the rear brake discis located between the rear steering knuckleand the rear hub motor. The rear hub motormay drive the rear wheel to rotate, and the rear brake discmay decelerate the rear wheel.

40 FIG. 41 FIG. 169 167 170 170 167 167 170 167 170 167 169 167 168 169 168 169 171 169 168 172 167 172 167 173 172 168 168 172 10 168 169 172 168 Please refer toand. In this embodiment, the rear hub motoris fixed on the rear steering knucklethrough a rear feather key. The rear feather keyis arranged on an output shaft of the rear steering knuckleand extends toward the rear steering knuckle. One end of the rear feather keyextends out of a central hole of the rear steering knuckle, and then a fixing nut is arranged at an end of the rear feather keynear the rear steering knuckle, so that the rear hub motoris fixed on the rear steering knuckle. A rear brake discis arranged inside the rear hub motor, and the rear brake discmay be fixed on the rear hub motorby a plurality of rear brake disc fixing bolts. When the rear hub motorrotates, the rear brake discalso rotates accordingly. A rear brake caliperis further arranged on the rear steering knuckle, and the rear brake caliperis fixed on the rear steering knuckleby a rear brake caliper fixing bolt. The rear brake calipersurrounds part of the rear brake disc, which means that part of the rear brake discis located within the rear brake caliper. When the electric all-terrain vehicleis walking, the rear brake discrotates through following a rotation of the rear hub motor. When braking, the rear brake caliperclamps part of the rear brake disc, thereby realizing the braking of the vehicle.

41 FIG. 42 FIG. 174 175 169 177 176 177 169 176 169 177 169 174 175 177 175 177 175 177 175 Please refer toand. In this embodiment, a rear tire nutand a rear hub coverare arranged outside the rear hub motor. A rear hubis arranged inside a rear tire. The rear hubis connected with the rear hub motorwhen the rear tireis placed on the rear hub motor. Then the rear wheel hubis fixed on the rear hub motorby the rear tire nut. The rear hub coveris placed on the rear wheel hubsimultaneously, and the rear hub covermay be located at a central position of rear wheel hub, which means that the rear hub covermay be located on a transmission shaft in a center of rear hub. The rear hub covermay protect the transmission shaft, such as preventing rainwater from corroding the transmission shaft.

1 FIG. 41 FIG. 10 402 100 100 100 200 100 Please refer tothrough. In this embodiment, the electric all-terrain vehicleis a two-wheel drive electric vehicle, which means that the rear wheelsgenerate a driving force. Therefore, there is no need to use a driving motor and a gearbox with complex structures, so the structure of the vehicle framemay be simplified and the versatility of the vehicle framemay be improved. In this embodiment, the battery pack and the controller are arranged on the vehicle frameat the same time, and the battery pack and the controller are located under the seat, thus improving a space utilization rate of the vehicle frame.

1 FIG. 43 FIG. 10 10 10 169 178 10 169 178 Please refer toand. In order to further improve a power performance of the electric all-terrain vehicle, the electric all-terrain vehiclemay further be set as a four-wheel drive electric vehicle, which means that the electric all-terrain vehiclemay include a rear hub motorand a front hub motor, that is, the electric all-terrain vehiclemay include front drive wheels and rear drive wheels. A structure and arrangement of the rear hub motormay refer to the above description, and a structure and arrangement of the front hub motorwill be explained below.

43 FIG. 46 FIG. 179 106 179 106 180 180 106 180 179 181 180 182 106 181 182 181 182 183 182 183 106 183 182 181 181 180 181 184 182 106 182 184 181 1811 1812 1811 1812 1814 1811 1816 1812 181 1813 1811 1815 1812 106 181 182 181 Please refer tothrough. In this embodiment, a front shock absorber upper bracketis arranged at the front end of the longitudinal beam. The front shock absorber upper bracketmay be fixed on the longitudinal beamthrough a front fixing bracket, which means that a first end of the front fixing bracketis fixed on the longitudinal beam, and a second end of the front fixing bracketis fixed on the front shock absorber upper bracket. A first front rocker armis arranged on the front fixing bracket, a second front rocker armis arranged on the longitudinal beam, and the first front rocker armis located above the second front rocker arm. Structures of the first front rocker armand the second front rocker armare basically the same. A second fixing componentis further arranged inside the second front rocker arm. The second fixing componentis parallel to the longitudinal beam. The second fixing componentmay play a role of reinforcing the second front rocker arm. Similarly, a fixing component is further arranged inside the first front rocker arm. A first end of the first front rocker armis fixed on the front fixing bracketby bolts, and a second end of the first front rocker armis bolted on a top of a front steering knuckle. A first end of the second front rocker armis fixed on the longitudinal beamby a bolt, and a second end of the second front rocker armis connected to the bottom of the front steering knuckleby a bolt. The first front rocker armmay include a first front rocker arm bracketand a second front rocker arm bracket. The first front rocker arm bracketand the second front rocker arm bracketare arranged at an angle, which means that a second endof the first front rocker arm bracketis in contact with the second endof the second front rocker arm bracket, thereby forming the second end of the first front rocker arm. A first endof the first front rocker arm bracketand a first endof the second front rocker arm bracketextend in different directions, and the two first ends are connected with the longitudinal beam, therefore, the two first ends may be defined as the first end of the first front rocker arm. Similarly, the first end and the second end of the second front rocker armhave a same structure as that of the first front rocker arm.

43 FIG. 46 FIG. 181 182 185 184 186 185 181 182 184 187 181 179 187 181 187 179 187 181 184 187 179 181 187 Please refer tothrough. In this embodiment, the first front rocker armand the second front rocker armmay place the ball-shaped connectoron a top and bottom of the front steering knucklerespectively. A ball-shaped nutis then arranged at a bottom of the ball-shaped connector, thereby fixing the first front rocker armand the second front rocker armto the top and bottom of the front steering knuckle, respectively. A front shock absorberis further included between the first front rocker armand the front shock absorber upper bracket, a first end of the front shock absorberis fixed on the first front rocker armby a bolt, and a second end of the front shock absorberis fixed on the front shock absorber upper bracketby a bolt. Since the first end of the front shock absorberis fixed on an end of the first front rocker armnear the front steering knuckle, the front shock absorbermay be fixed obliquely between the front shock absorber upper bracketand the first front rocker arm. The front shock absorbermay play a shock absorbing role and reduce a bumping of the vehicle.

44 FIG. 46 FIG. 47 FIG. 188 181 181 184 188 1881 188 187 1881 188 1882 1882 184 185 1882 184 1883 188 1816 1812 1883 1816 1884 188 1814 1811 1884 1814 Please refer to,and. In this embodiment, a first ball-shaped connectoris connected with the second end of the first front rocker arm, and a connection between the first front rocker armand the front steering knuckleis realized through the first ball-shaped connector. A top surfaceof the first ball-shaped connectoris a plane, so a lower bracket of the front shock absorbermay be arranged on the top surface. A front end of the first ball-shaped connectoris provided with a first ball joint hole, and the first ball joint holemay be located on a ball joint hole at a top of the front steering knuckle, which means that the ball-shaped connectorpasses through the first ball joint holeand the ball joint hole at the top of the front steering knucklein sequence. A side wallof the first ball-shaped connectormay be in contact with the second endof the second front rocker arm bracket, for example, the side walland the second endare fixed by welding. A back surfaceof the first ball-shaped connectormay be in contact with the second endof the first front rocker arm bracket, for example, the back surfaceand the second endare fixed by welding.

44 FIG. 46 FIG. 48 FIG. 182 184 189 189 1891 1891 184 185 184 1891 1892 189 1892 182 182 184 Please refer to,and. In this embodiment, the second front rocker armis connected with the front steering knucklethrough a second ball-shaped connector. A front end of the second ball-shaped connectoris provided with a second ball joint hole, and the second ball joint holeis located below the ball joint hole at the bottom of the front steering knuckle, which means that the ball-shaped connectorpasses through the ball joint hole at the bottom of the front steering knuckleand the second ball joint holesequentially. Two connecting columnsare further arranged at a rear end of the second ball-shaped connector, and these two connecting columnsare used to connect two brackets of the second front rocker arm, thereby realizing a connection between the second front rocker armand the front steering knuckle.

1 FIG. 46 FIG. 178 184 190 178 190 178 191 178 190 178 184 192 192 178 192 184 192 184 106 192 178 178 192 193 194 192 184 192 184 190 178 184 195 184 195 184 196 190 195 10 195 190 10 197 198 178 198 197 Please refer toand. In this embodiment, the front hub motoris arranged outside the front steering knuckle, and a front brake plateis arranged on the front hub motor. The front brake plateis fixed on the front hub motorby, for example, a plurality of front brake plate fixing bolts, so when the front hub motorrotates, the front brake platerotates accordingly. The front hub motormay be connected on the front steering knucklethrough a front feather key, which means that the front feather keyis arranged on an output shaft of the front hub motor, and the front feather keyextends toward the front steering knuckle. The front feather keypasses through a center hole of the front steering knuckleand extends toward the longitudinal beam. The front feather keyis arranged, for example, on the output shaft of the front hub motor. In some embodiments, a connecting device may also be arranged on the output shaft of the front hub motor, and then the front feather keymay be arranged on the connecting device. A front fixing gasketand a front fixing nutare further arranged on an end of the front feather keynear the front steering knuckle, so that the front feather keymay be fixed on the front steering knuckle, thus the front brake plateand front hub motorare fixed on the front steering knuckle. A front brake caliperis further arranged on the front steering knuckle, and the front brake calipermay be fixed on the front steering knuckleby a front brake caliper fixing bolt, and part of the front brake plateis located inside the front brake caliper. When the electric all-terrain vehicleis braked, the front brake caliperclamps the part of the front brake plate, so as to brake the electric all-terrain vehicle. A front tire nutand a front hub coverare further arranged outside the front hub motor. A mounting mode of the front hub coverand the front tire nutmay refer to a mounting mode of the rear hub cover and the rear tire nut.

43 FIG. 10 10 10 Please refer to. In this embodiment, the electric all-terrain vehicleis the four-wheel electric drive vehicle, so the electric all-terrain vehiclemay have greater power performance, which means that the electric all-terrain vehiclemay have a faster walking speed.

1 FIG. 49 FIG. 517 516 516 517 517 517 Please refer toand. The disclosure provides an electric vehicle, which is generally equipped with a braking deviceand an accelerating device. When the vehicle needs to be accelerated, a driver operates the accelerating device, and the vehicle accelerates. When the vehicle needs to be braked, the driver operates the braking deviceto decelerate the vehicle. And when braking, the vehicle may only reduce an output torque or speed of the vehicle according to an opening degree of the braking deviceto achieve an effect of fast braking. When an emergency occurs, only changing the output torque or rotating speed of the vehicle according to the opening degree of the braking deviceis not enough to meet needs of users. The disclosure provides a control method and system of the vehicle, which has a pre-judgment function, and according to the driver's intention, brakes more quickly during an emergency braking to prevent danger. And when braking, an energy feedback may be performed.

49 FIG. 49 FIG. 511 512 513 515 510 514 Please refer to.shows a control system of a vehicle braking provided by the disclosure, including an analog quantity acquisition module, a vehicle state acquisition module, a battery module, a display module, a control moduleand an execution module.

49 FIG. 1 FIG. 511 516 517 510 511 516 517 516 517 516 156 516 517 155 510 516 517 516 517 516 517 514 511 510 511 510 Please refer toand combined with. In an embodiment of the disclosure, the analog quantity acquisition moduleis connected with the accelerating device, the braking device, and the control moduleof the vehicle, and the analog quantity acquisition moduleare used to collect state information of the accelerating deviceand state information of the braking device. The disclosure does not limit an actual structure of the accelerating deviceand the braking device. The accelerating devicemay be a pedal box form, such as an accelerating pedal, or it may be a handheld form. In this embodiment, the accelerating deviceis, for example, the accelerating pedal, and the braking deviceis, for example, the braking pedal. The control modulerecognizes the driver's intention according to changes in the opening degrees of the accelerating deviceand the braking deviceand changes in a rate of the opening degrees. For example, by an operating time interval between the accelerating deviceand the braking device, a speed at which the accelerating deviceis released and a speed at which the braking deviceis stepped on, it is possible to identify whether the driver's intention of braking is an emergency braking or normal braking, and then an output mode of the execution moduleis adjusted. In this embodiment, the analog quantity acquisition moduleis further connected with the control module, and in other embodiments, the analog quantity acquisition modulemay be integrated in the control module.

49 FIG. 511 518 511 Please refer to. In an embodiment of the disclosure, the analog quantity acquisition moduleis further connected with an ABS controller(Anti-lock Brake System), and the analog quantity acquisition modulecollects information of the anti-lock brake system of the vehicle to prevent wheels from locking up during an emergency braking. The anti-lock brake system continuously detects a rotating speed of each wheel through a speed sensor mounted on each wheel or transmission shaft, and obtains a wheel slip ratio, compares it with an ideal slip ratio, and makes a decision to increase or decrease a braking pressure of a brake, and the execution module is ordered to adjust the braking pressure in time to keep the wheels in an ideal braking state.

49 FIG. 512 510 514 512 510 512 510 512 Please refer to. In an embodiment of the disclosure, the vehicle state acquisition moduleis used to collect real-time state information of the vehicle. The real-time state information of the vehicle may include, for example, vehicle speed, battery power information, motor state information, handbrake state information, and real-time fault information of the vehicle. The control modulechanges an output state of the execution moduleaccording to the real-time state information of the vehicle. The vehicle state acquisition modulemay be connected with the control modulein a wireless and/or wired manner. The vehicle state acquisition modulemay be sent to the control moduleof the whole vehicle through a CAN line. The vehicle state acquisition modulemay also send fault information to remote personnel for fault diagnosis.

49 FIG. 513 513 514 Please refer to. In an embodiment of the disclosure, the battery moduleprovides kinetic energy for a walking of the vehicle, and the battery modulemay also store energy feedback by the execution modulewhen the vehicle is braking.

49 FIG. 510 514 514 510 514 510 510 510 5101 5102 5103 5104 Please refer to. In an embodiment of the disclosure, the control moduleserves as a center of the control system of the vehicle braking, and an output of the execution moduleis controlled according to the information of other modules. Wherein, the execution moduleincludes, for example, the motor. The control modulemay perform a torque distribution according to a maximum output torque of the motor, a minimum output torque of the motor, a rated speed of the motor, a real-time allowable charging power of the battery, a real-time allowable discharging power of the battery, and a required torque of the vehicle, and control the execution moduleto work. The control modulemay be a part-time motor controller, or it may be a dedicated logic processor. The control modulemay be, for example, a general processor, including a central processing unit (CPU for short), a network processor (NP for short), etc. It may also be a digital signal processor (DSP for short), an application specific integrated circuit (ASIC for short), a field-programmable gate array (FPGA for short) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. In this embodiment, the control moduleincludes a first processing unit, a second processing unit, a third processing unitand a fourth processing unit.

49 FIG. 514 514 514 514 513 510 514 514 Please refer to. In an embodiment of the disclosure, the execution moduleincludes an electric drive module, such as the motor, and the execution moduleis used to provide driving force for the vehicle. At the same time, the execution moduleis also used to execute an energy feedback function. When the vehicle is braking or coasting slowly, the execution moduleconverts kinetic energy during braking or coasting into electrical energy and stores it in the battery moduleaccording to instructions of the control module, so as to avoid wasting the kinetic energy of the vehicle by frictional heat through a traditional mechanical brake. The disclosure is not limited to a number of specific devices in the execution module, and the execution moduleincludes, for example, one or more motors.

49 FIG. 515 510 512 513 515 515 515 515 515 510 515 510 Please refer to. In an embodiment of the disclosure, the display moduleis connected with the control module, and may also be connected with the vehicle state acquisition moduleor the battery module. The display moduleis used to display the state information of the vehicle, such as displaying battery power information, vehicle speed, etc. The display modulemay further obtain and display a driving distance of remaining power according to battery power information. The display modulemay further display fault information of the vehicle to remind the driver to pay attention to relevant conditions of the vehicle, so as to achieve a better effect of human-computer interaction. In this embodiment, the display modulemay include an instrument on the vehicle, a driver's mobile phone or other electronic devices. The display modulemay be connected with the control modulein a wireless and/or wired manner. Information of the display modulemay be sent to the control moduleof the whole vehicle through the CAN line.

49 FIG. 510 510 510 Please refer to. In an embodiment of the disclosure, the control system of the vehicle braking provided in the disclosure may further include a storage module (not shown in the figure), and the storage module stores various braking modes when the vehicle is braking. The storage module is preferably integrated in the control module, and may further be electrically connected with the control module. The storage module may further include a random access memory (RAM for short), and may further include a non-volatile memory, such as at least one disk memory. The storage module may further be an internal memory of a random access memory (RAM) type. The control moduleand the storage module may be integrated into one or more independent circuits or hardware, such as application specific integrated circuit (ASIC).

49 FIG. 516 517 514 513 Please refer to. In an embodiment of the disclosure, the various braking modes when the vehicle brakes include a coasting feedback braking mode. When the vehicle is in the coasting feedback braking mode, the accelerating deviceand the braking deviceof the vehicle are both in a free state, the vehicle is coasting and the execution moduleperforms energy feedback, converting kinetic energy during coasting into electrical energy and storing it in the battery module. And when coasting, according to a vehicle weight and speed from a subjective experience of most drivers and passengers, a coasting braking force is 18% to 25% of a maximum braking force of the motor, and preferably 20%. At this time, the driver and passengers feel more comfortable and do not feel the braking. At this time, a coasting braking torque T2=T1/5, where T1 is a maximum braking torque of the motor at different speeds. Therefore, the coasting braking torque may be specifically obtained by a following formula: T2=(N*P)/(5*r). Wherein, N is a braking coefficient. In this embodiment, N is, for example, 9550, P is a maximum braking power of the motor, and r is a real-time rotating speed of the motor.

49 FIG. 514 Please refer to. In an embodiment of the disclosure, the multiple braking modes may further include an emergency braking mode. When the vehicle is in the emergency braking mode, the execution moduleoutputs a maximum reverse torque, and the vehicle brakes urgently.

49 FIG. 514 517 514 513 517 517 517 Please refer to. In an embodiment of the disclosure, the multiple modes further include a normal feedback braking mode. At this time, the execution moduleof the vehicle brakes according to the opening degree of the braking device, and at the same time, the execution modulerecovers energy, converting kinetic energy during coasting into electrical energy and storing it in the battery module. When the vehicle is in the normal feedback braking mode, a braking torque is: T=(N*P*y2)/(y1*r). Wherein, N is the braking coefficient. In this embodiment, N is, for example, 9550, P is the maximum braking power of the motor, y1 is a signal voltage corresponding to the braking devicewhen the opening degree of the braking deviceis 100%, y2 is a real-time signal voltage of the braking device, and r is a real-time rotating number of the motor.

49 FIG. 56 FIG. 516 517 Please refer tothrough. In the control method of the vehicle braking provided in the disclosure, the driver's intention is identified by comprehensively considering status information of accelerating deviceand braking deviceof the vehicle and changes in the status information. During emergency braking, it provides additional braking force to stop the vehicle as soon as possible, which realizes a maximum energy feedback during braking. And when there is no braking intention, it may intelligently brake according to environmental conditions, thereby improving a driving safety.

51 FIG. 53 FIG. throughare schematic flowcharts of a first embodiment of the control method of the vehicle braking of the disclosure. An embodiment of the disclosure provides the control method of the vehicle braking, the method may be executed by any device for executing the control method of the vehicle braking, and the device may be implemented by software and/or hardware. In this embodiment, the device may be integrated in the vehicle.

49 FIG. 51 FIG. On a basis of the above-mentioned braking system of the vehicle in, please refer to in, in an embodiment of the disclosure, the control method of the vehicle braking provided in the disclosure may includes:

10 S: monitoring a state of the vehicle.

517 516 511 517 516 511 517 516 517 516 516 516 516 516 516 516 516 516 517 517 517 517 517 517 517 517 516 516 517 In this embodiment, monitoring the state of the vehicle specifically includes monitoring states of the braking deviceand the accelerating device. The analog quantity acquisition moduleis connected with the braking deviceand the accelerating device, and the analog quantity acquisition moduleis used to detect the states of the braking deviceand the accelerating devicein real time, and convert opening degree states of the braking deviceand the accelerating deviceinto analog input. In this embodiment, when defining a free state of the accelerating device, the opening degree of the accelerating deviceis 0%, and a signal voltage corresponding to the accelerating deviceis a first voltage, and the first voltage is, for example, 0 mv. When the accelerating deviceis stepped on by the driver, the opening degree of the accelerating deviceis 100%, the signal voltage corresponding to the accelerating deviceis a second voltage, and the second voltage x1 is, for example, 100 mv. And the opening degree of the accelerating devicehas a linear relationship with the signal voltage corresponding to the accelerating device. When defining the free state, the opening degree of the braking deviceis 0%, and the signal voltage corresponding to the braking deviceis a third voltage, and the third voltage is, for example, 0 mv. When the braking deviceis stepped on by the driver, the opening degree of the braking deviceis 100%, and the signal voltage corresponding to the braking deviceis a fourth voltage, and the fourth voltage y1 is, for example, 100 mv. And the opening degree of the braking devicehas a linear relationship with the signal voltage corresponding to the braking device. A real-time voltage of the braking deviceis a fifth voltage y2 during braking, and a real-time voltage of the accelerating deviceis a sixth voltage x2 during accelerating. And at any moment, only one of the accelerating deviceand the braking devicehas an opening degree greater than 0%.

49 FIG. 51 FIG. 516 516 Please refer tothrough. In an embodiment of the disclosure, when a state change of the accelerating deviceis detected, and the accelerating devicechanges from a first opening degree to the free state. The control method of the vehicle braking provided by the disclosure includes:

100 516 S: obtaining a first time taken for the opening degree of the accelerating deviceto change from the first opening degree to the free state.

511 516 In this embodiment, the first time may be detected by the analog quantity acquisition module, and the first opening degree is, for example, an opening degree greater than 30%, which means that a range of the first opening degree is from 30% to 100%. The first time is a time interval during which the opening degree of the accelerating devicechanges from the first opening degree to the free state.

101 102 103 S: determining whether the first time is greater than a first threshold, if so, executing S, otherwise, executing S.

510 5101 516 In this embodiment, the control modulemay be used to determine whether the first time is greater than the first threshold, preferably, the first processing unitmay be used to determine whether the first time is greater than the first threshold. A range of the first threshold is from 180 mS to 230 mS, preferably 200 mS. When the first time is greater than the first threshold, it is predicted that the driver only releases the accelerating deviceand has no intention of braking. When the first time is less than the first threshold, it is predicted that the driver has an emergency braking intention.

102 S: the vehicle entering a coasting feedback braking mode.

516 517 514 513 In this embodiment, when the first time is greater than the first threshold, it is predicted that the driver has no controlling intention. At this time, because the accelerating deviceis released, the braking deviceis also in the free state. When entering the coasting feedback braking mode, the vehicle will be in a coasting state, and the kinetic energy is converted into electrical energy by the execution moduleand stored in the battery module.

103 S: the vehicle entering the emergency braking mode.

510 514 514 517 517 516 In this embodiment, when the first time is less than the first threshold, it is predicted that the driver has an emergency braking intention. When entering the emergency braking state, the control modulecontrols the execution module, and the execution moduleoutputs the maximum reverse torque to brake the vehicle. At this time, the braking deviceis not activated, and before the braking deviceis activated, the emergency braking is performed according to a rate of change of the accelerating device.

49 FIG. 52 FIG. 49 FIG. 50 FIG. 52 FIG. 516 517 Please refer tothrough. In an embodiment of the disclosure, when it is detected that the states of both the accelerating deviceand the braking devicehave changed, on the basis of the above-mentioned braking system of the vehicle shown inand, combined with, the control method of the vehicle braking provided by the disclosure may include:

110 516 517 S: detecting a time interval for operating the accelerating deviceand the braking device.

516 517 516 511 516 517 516 517 In this embodiment, the opening degree of the accelerating devicechanges from a second opening degree to the free state, and after a second time, the opening degree of the braking devicechanges from the free state to a third opening degree. A change and a rate of change of the opening degree of the accelerating devicemay be monitored through the analog quantity acquisition module. The second opening degree is, for example, an opening degree greater than 0%, which means that a range of the second opening degree is, for example, from 0% to 100%. The second time which is a time interval between a first operation of the accelerating deviceand a second operation of the brake device, wherein the first operation is the change of the opening degree of the accelerating devicefrom a second opening degree to a free state, and the second operation is the change of the opening degree of the brake devicefrom a free state to a third opening degree. The third opening degree is, for example, an opening degree greater than 10%, which means that a range of the third opening degree is, for example, from 10% to 100%.

111 112 113 S: determining whether the second time is greater than a second threshold, if so, executing S, otherwise, executing S.

510 5101 In this embodiment, the control modulemay be used to determine whether the second time is greater than the second threshold, preferably, the first processing unitmay be used to determine whether the second time is greater than the second threshold. A range of the second threshold is, for example, from 420 mS to 460 mS, preferably 450 mS. When the second time is greater than the second threshold, it is predicted that the driver has a normal braking intention. When the second time is less than the second threshold, it is predicted that the driver has the emergency braking intention.

112 S: the vehicle entering the normal feedback braking mode.

514 513 517 517 517 In this embodiment, when the second time is greater than the second threshold, it is predicted that the driver has the normal braking intention. The vehicle brakes normally, and at the same time, the kinetic energy is converted into electrical energy by the execution moduleand stored in the battery module. At this time, the braking torque is: T=(N*P*y2)/(y1*r). Wherein, N is the braking coefficient. In this embodiment, N is, for example, 9550, P is the maximum braking power of the motor, y1 is the corresponding signal voltage of the braking devicewhen the opening degree of the braking deviceis 100%, y2 is the real-time signal voltage of the braking device, and r is the real-time rotating number of the motor.

113 S: the vehicle entering the emergency braking mode.

510 514 514 In this embodiment, when the second time is less than the second threshold, it is predicted that the driver has the emergency braking intention. When entering the emergency braking state, the control modulecontrols the execution module, and the execution moduleoutputs the maximum reverse torque to brake the vehicle.

49 FIG. 50 FIG. 53 FIG. 49 FIG. 50 FIG. 53 FIG. 517 517 Please refer to,and. In an embodiment of the disclosure, when it is detected that the braking devicechanges, and the braking devicechanges from a fourth opening degree to a fifth opening degree. On a basis of the above-mentioned braking system of the vehicle inand, combined with, the control method of the vehicle braking provided by the disclosure may include:

120 517 S: obtaining a third time taken for the opening degree of the braking deviceto change from the fourth opening degree to the fifth opening degree.

517 517 511 517 517 In this embodiment, the opening degree of the braking devicechanges from the fourth opening degree to the fifth opening degree after the third time. The change and the rate of change of the braking devicemay be detected through the analog quantity acquisition module. The fourth opening degree is, for example, an opening degree greater than or equal to 0%, which means that a range of the fourth opening degree is, for example, from 0% to 100%. The third time is a time interval during which the opening degree of the braking devicechanges from the fourth opening degree to the fifth opening degree. The fifth opening degree is greater than the fourth opening degree, and the fifth opening degree is, for example, greater than or equal to 30% of the opening degree, which means that the range of the fourth opening degree is, for example, from 30% to 100%. That is, in the third time, the opening degree of the braking deviceis increased.

121 122 123 S: determining whether the third time is greater than the third threshold, if yes, executing S, otherwise, executing S.

510 5101 In this embodiment, the control modulemay be used to determine whether the third time is greater than the third threshold, preferably, the first processing unitmay be used to determine whether the third time is greater than the third threshold. A range of the third threshold is from 180 mS to 230 mS, preferably 200 mS. When the third time is greater than the third threshold, it is predicted that the driver has the normal braking intention. When the third time is less than the third threshold, it is predicted that the driver has the emergency braking intention.

122 S: the vehicle entering the normal feedback braking mode.

514 513 517 517 517 In this embodiment, when the third time is greater than the third threshold, it is predicted that the driver has the normal braking intention. The vehicle brakes normally, and at the same time, the kinetic energy is converted into electrical energy by the execution moduleand stored in the battery module. At this time, the braking torque is: T=(N*P*y2)/(y1*r). Wherein, N is the braking coefficient. In this embodiment, N is, for example, 9550, P is the maximum braking power of the motor, y1 is the corresponding signal voltage of the braking devicewhen the opening degree of the braking deviceis 100%, y2 is the real-time signal voltage of the braking device, and r is the real-time rotating number of the motor.

123 S: the vehicle entering the emergency braking mode.

510 514 514 In this embodiment, when the third time is less than the third threshold, it is predicted that the driver has the emergency braking intention. When entering the emergency braking state, the control modulecontrols the execution module, and the execution moduleoutputs the maximum reverse torque to brake the vehicle.

49 FIG. 53 FIG. 516 517 516 517 517 514 513 Please refer tothrough. The control method of the vehicle braking provided in this embodiment determines the driver's intention according to the change rate of the accelerating deviceand the braking deviceand an interval time between operating the accelerating deviceand the braking device. Before the braking deviceis activated, the execution moduleoutputs the maximum reverse torque for emergency braking. And when the vehicle is coasting and braking normally, the kinetic energy is converted into electrical energy and stored in the battery module, and the kinetic energy of the vehicle is converted into electrical energy and stored in the battery as much as possible, so as to avoid a waste of heat generated by vehicle kinetic energy friction through a traditional mechanical brake.

49 FIG. 53 FIG. 54 FIG. 514 Please refer tothrough. In this embodiment, during coasting and normal braking, the execution module will perform energy feedback, but when the kinetic energy of the vehicle is small, recovered electrical energy is insufficient, and the execution moduleneeds to consume electrical energy during energy feedback. Please refer to. In another embodiment of the disclosure, the embodiment provides a braking method of the vehicle, which may realize a maximum power feedback during a process of coasting and braking the vehicle.

54 FIG. 49 FIG. 50 FIG. 54 FIG. is a schematic flowchart of a second embodiment of the control method of the vehicle braking of the disclosure. An embodiment of the disclosure provides the control method of the vehicle braking, the method may be executed by any device for executing the control method of the vehicle braking, and the device may be implemented by software and/or hardware. In this embodiment, the device may be integrated in the vehicle. On a basis of the above-mentioned braking system of the vehicle inand, please refer to in, in an embodiment of the disclosure, the control method of the vehicle braking provided in the disclosure may includes:

20 S: monitoring the state of the vehicle.

517 516 516 201 20 10 516 201 516 511 In this embodiment, monitoring the state of the vehicle specifically includes monitoring states of the braking deviceand the accelerating device. And when it is detected that the state of the accelerating devicechanges, Sis executed. And a specific implementation manner of Sis the same as that of Sin the first embodiment. Specifically, when it is detected that the accelerating devicechanges from a sixth opening degree to the free state, Sis executed, and the sixth opening degree is greater than 0%. In this embodiment, the change of the opening degree of the accelerating deviceand the rate of change may be collected through the analog quantity acquisition module. The control method of the vehicle braking provided by the disclosure includes:

201 203 202 S: detecting the rotating speed of the motor, and determining whether the rotating speed of the motor is greater than a first rotating speed, if yes, executing S, otherwise executing S.

512 514 512 510 5102 514 513 In this embodiment, the rotating speed of the motor may be detected by the vehicle state acquisition module, and specifically, the rotating speed of the motor in the execution modulemay be detected by the vehicle state acquisition module. Furthermore, the control moduleis used to determine whether the rotating speed of the motor is less than or equal to the first rotating speed, and preferably a second processing unitis used to determine whether the rotating speed of the motor is less than or equal to the first rotating speed. A range of the first rotating speed is, for example, from 80 rpm to 120 rpm, preferably 100 rpm. The first rotating speed is a condition for performing energy feedback, for example, it is defined as an energy feedback speed, when rotating speed of the vehicle is less than or equal to the first rotating speed, recovered electrical energy is not enough to perform a process of energy feedback. When the rotating speed of the vehicle is greater than the first rotating speed, the execution modulemay perform an energy feedback function, which converts the kinetic energy into electrical energy and storing it in the battery module.

202 514 S: rejecting energy feedback by the execution module.

514 517 516 At this time, the execution modulerejects the energy feedback, the vehicle will not enter the coasting feedback mode and the normal feedback mode, and only glides or brakes according to the states of the braking deviceand the accelerating deviceof the vehicle. And when coasting, according to the vehicle weight and speed from a subjective experience of most drivers and passengers, the coasting braking force is 18% to 25% of the maximum braking force of the motor, and preferably 20%. At this time, the driver and passengers feel more comfortable and do not feel the braking. At this time, the coasting braking torque T2=T1/5, where T1 is the maximum braking torque of the motor at different speeds. Therefore, the coasting braking torque may be specifically obtained by the following formula: T2=(N*P)/(5*r). Wherein, N is the braking coefficient. In this embodiment, N is, for example, 9550, P is the maximum braking power of the motor, and r is the real-time rotating speed of the motor.

203 513 513 204 202 S: detecting the remaining power of the battery module, and determining whether the remaining power of the battery moduleis less than a first power, if so, executing S, otherwise executing S.

513 512 510 513 5102 513 205 513 514 513 In this embodiment, the remaining power of the battery modulemay be detected by the vehicle state acquisition module, the control modulemay be used to determine whether the remaining power of the battery moduleis less than the first power, and preferably, the second processing unitis used to determine whether the remaining power of the battery moduleis less than the first power. The first power is the safe power of the battery, for example, the first power is 95% of a maximum power of the battery, which means that when a state of charge (SOC) of the battery is less than 95%, Sis executed. When the remaining power of the battery moduleis greater than the first power, the execution moduledoes not perform the energy feedback, and when the remaining power of the battery moduleis greater than 95% of the total battery power, the energy feedback is easy to damage the battery.

204 517 517 205 206 S: detecting the state of the braking device, and determining whether the braking deviceis in the free state, if yes, executing S, otherwise, executing S.

517 511 517 510 5102 517 In this embodiment, the state of the braking devicemay be detected by the analog quantity acquisition module, whether the braking deviceis in the free state is determined by the control module, and preferably, the second processing unitis used to determine whether the braking deviceis in the free state.

205 S: the vehicle entering coasting feedback braking mode.

In this embodiment, when the vehicle enters the coasting feedback braking mode, the coasting braking force is from 18% to 25% of the maximum braking force of the motor, according to the vehicle weight and speed from the subjective experience of most drivers and passengers, preferably 20%. At this time, the driver and passengers feel more comfortable and do not feel the braking. At this time, a coasting braking torque T2=T1/5, where T1 is a maximum braking torque of the motor at different speeds. And T1=N*P/r. N is the braking coefficient. In this embodiment, N is, for example, 9550, P is the maximum braking power of the motor, and r is the real-time rotating speed of the motor.

206 S: the vehicle entering normal feedback braking mode.

514 513 517 517 517 In this embodiment, the kinetic energy is converted into electrical energy by the execution moduleand stored in the battery module. At this time, the braking torque is: T=(N*P*y2)/(y1*r). Wherein, N is the braking coefficient. In this embodiment, N is, for example, 9550, P is the maximum braking power of the motor, y1 is the signal voltage corresponding to the braking devicewhen the opening degree of the braking deviceis 100%, y2 is the real-time signal voltage of the braking device, and r is the real-time rotating number of the motor.

54 FIG. 205 206 202 203 Please refer to. During an execution of Sto S, the control system of the vehicle brake detects the rotating speed of the motor in real time, and determines whether the rotating speed of the motor is less than or equal to the first speed, if yes, executing S, otherwise executing S.

49 FIG. 50 FIG. 54 FIG. 514 513 513 Please refer to,through. In this embodiment, it is determined whether to execute the energy feedback by detecting the rotating speed of the motor in the execution modulein real time. When the rotating speed of the motor is too low, or when the power of the battery moduleis sufficient, the energy feedback is not performed to maximize energy feedback and protect the battery in the battery moduleat the same time. On a basis of executing the control method of the vehicle braking provided in the first embodiment, the control method of the vehicle braking provided in the second embodiment is executed simultaneously, so that energy feedback may be maximized during coasting or braking.

55 FIG. 49 FIG. 50 FIG. 55 FIG. is a schematic flowchart of a third embodiment of the control method of the vehicle braking of the disclosure. An embodiment of the disclosure provides the control method of the vehicle braking, the method may be executed by any device for executing the control method of the vehicle braking, and the device may be implemented by software and/or hardware. In this embodiment, the device may be integrated in the vehicle. Through the control method of the vehicle braking provided in the third embodiment, an automatic parking on slopes and slow driving on slopes may be realized. On a basis of the system of the vehicle braking inandmentioned above, as shown in, in third embodiment provided by the disclosure, the control method of the vehicle braking may include:

30 S: monitoring the state of the vehicle.

517 516 516 517 30 10 516 In this embodiment, monitoring the state of the vehicle specifically includes monitoring states of the braking deviceand the accelerating device, which means monitoring the change of the opening degree of the accelerating deviceand the change of the opening degree of the brake device. A specific implementation of Sis the same as that of Sin the first embodiment. After monitoring that the driver releases the accelerating device, the control method of the vehicle braking provided by the disclosure includes:

301 S: detecting the rotating speed of the motor after the vehicle gets into the free state.

516 517 517 516 512 512 514 517 516 In this embodiment, when the vehicle is in the free state, the accelerating deviceis in the free state, and the braking deviceis in the free state. And after the vehicle becomes in the free state, detecting the rotating speed of the motor may include: the braking deviceof the vehicle being always in the free state, and when the accelerating deviceof the vehicle changes from the seventh opening degree to the free state, detecting the rotating speed of the motor through the vehicle state acquisition module, and specifically, the vehicle state acquisition moduledetecting the rotating speed of the motor in the execution module. Wherein, the seventh opening degree is an opening degree greater than 0%, and the braking deviceis always in the free state. And when the accelerating deviceis activated, an accumulating time is performed, for example, a fourth time. In this embodiment, the fourth time is a detecting time of the vehicle speed. When the fourth time reaches a fourth threshold, the rotating speed of the motor is detected, and the fourth threshold is, for example, from 450 mS to 550 mS, preferably 500 mS.

302 304 303 S: determining whether the rotating speed of the motor is greater than a second rotating speed, if yes, executing S, otherwise executing S.

510 5103 514 In this embodiment, the control moduleis used to determine whether the rotating speed of the motor is lower than the second rotating speed, and preferably the third processing unitis used to determine whether the rotating speed of the motor in the execution moduleis lower than the second rotating speed. The second rotating speed is defined as a safe rotating speed of the vehicle, and the second rotating speed is, for example, from 8 rpm to 15 rpm, preferably 10 rpm. When the rotating speed of the motor is within the second rotating speed, the vehicle is close to a stationary state.

303 S: determining that the vehicle is in the stationary state.

In this embodiment, when the rotating speed of the motor is within the second rotating speed, the vehicle is close to the stationary state. No other action is required. At this time, the vehicle is in a flat road state, or the vehicle is in the stationary state or close to the stationary state through structures such as a handbrake.

304 305 306 S: determining whether a rotating direction of the motor matches a state of the gear position of the vehicle, if yes, executing S, otherwise, executing S.

5103 517 516 517 516 In this embodiment, the third processing unitis used to determine whether the rotating direction of the motor matches the direction of the gear of the vehicle. Gears are arranged on the vehicle, and the gears usually include a forward gear and a reverse gear. Under normal conditions, the state of the gear matches the rotating direction of the motor. When the gear of the vehicle is in the forward gear, the motor rotates forward, and when the gear of the vehicle is in the reverse gear, the motor reverses. In this embodiment, when both the braking deviceand the accelerating deviceof the vehicle are in the free state, but the rotating speed of the motor is greater than the second rotating speed, and the rotating direction of the motor matches the rotating direction of the gear of the vehicle, it is determined that the vehicle is in a downhill state, which means that the vehicle slips on the slope with a certain gradient. When both the braking deviceand the accelerating deviceof the vehicle are in the free state, but when the rotating speed of the motor is greater than the second rotating speed, and the rotating direction of the motor does not match the rotating direction of the gear of the vehicle (the rotating direction of the motor is opposite to the rotating direction of the gear), it is determined that the vehicle is in an uphill state, which means that the vehicle slips backwards on the slope with a certain gradient.

305 S: the vehicle entering a slope slowing mode.

514 510 517 In this embodiment, when the vehicle is in the downhill state and slips on the slope with the certain gradient, the vehicle enters the slope slowing mode. At this time, an electric driving module in the execution moduleworks and enters a rotating speed control mode. The control modulecontrols the motor to rotate at a preset rotating speed to drive the vehicle to run slowly on the slope at a third rotating speed, for example, the third rotating speed is from 10 rpm to 20 rpm, preferably 10 rpm. It may avoid a danger caused by the vehicle going downhill rapidly because the driver does not step on the braking devicein time, and prevent the vehicle from slipping.

306 S: the vehicle entering a slope holding mode.

514 510 In this embodiment, when it is determined that the vehicle is in the uphill state and rolls backwards on the slope with the certain gradient, the vehicle enters the slope slowing mode. At this time, the electric drive module in the execution moduleworks and enters the rotating speed control mode. The control modulecontrols the motor to rotate at the rotating preset speed to drive the vehicle to continue to rotate at a fourth rotating speed to keep the vehicle in place. In this embodiment, the fourth rotating speed is defined as a braking rotating speed of the vehicle, and when the vehicle rotates at the braking rotating speed, the vehicle stops on the slope. Therefore, the driver has enough time to perform other operations on the vehicle, such as pulling up an original parking brake of the vehicle, so as to ensure that the vehicle may be parked on the slope more safely.

55 FIG. 56 FIG. Please refer tothrough. In an embodiment of the disclosure, when the vehicle requires the motor to continue to rotate at the fourth rotating speed to keep the vehicle in place, at this time, the vehicle weight is greater than a frictional force. At this time, the fourth rotating speed is obtained by a following formula: R=(N*P)/(G*cosA−f). Wherein, R is the fourth rotating speed (braking rotating speed), N is the braking coefficient. In this embodiment, N is, for example, 9550, P is the maximum braking power of the motor, G is the gravity of the vehicle, A is the gradient of the slope, and f is the frictional force on the vehicle.

49 FIG. 55 FIG. 56 FIG. 516 Please refer to,through. In this embodiment, after the accelerating deviceis released, it is determined whether the vehicle is on the slope by detecting the rotating speed of the motor, the rotating direction of the motor and the state of the gear. The vehicle is prevented from rolling or slipping back on the slope, which ensures a personal safety of the driver. In this disclosure, on a basis of executing the control methods of the vehicle braking provided in the first or second embodiment, the control method of the vehicle braking provided in the third embodiment may be executed simultaneously.

49 FIG. 56 FIG. 5104 510 514 Please refer tothrough. In an embodiment of the disclosure, while executing the first, second and third embodiments, the control method of the vehicle braking provided by the disclosure further includes real-time monitoring of fault information of the vehicle, and using the fourth processing unitin the control moduleto execute the related control method of the vehicle brake, and changing the output state of the execution module. In order to ensure the normal operation of the vehicle, the control method of the vehicle braking includes:

512 Collecting a temperature of the motor is by the vehicle state acquisition module. When the temperature of the motor is lower than a first temperature, the motor works normally. When the temperature of the motor is between the first temperature and a second temperature, an output power of the motor is limited, for example, the output power of the motor is less than 75% of a maximum output power of the motor. When the temperature of the motor exceeds the second temperature of the motor, the motor stops working. The first temperature and the second temperature are defined according to a performance of the motor and the vehicle. The first temperature is, for example, from 80° C. to 100° C., and the second temperature is, for example, from 100° C. to 150° C.

510 512 510 510 510 Collecting a temperature of the control moduleby the vehicle state acquisition module. When the temperature of the control moduleis lower than a third temperature, the control moduleworks normally. When the temperature of the control moduleis higher than the third temperature, the output power of the motor is limited. The third temperature may be set according to a quality of the control module, which is not limited in this disclosure.

512 515 Collecting the battery power of the battery by the vehicle state acquisition module. When the state of charge of the battery is too low, for example, the state of charge is less than 5%, the output power of the motor is limited, and an alarm message is displayed on the display module.

512 Collecting an output voltage of the battery by the vehicle state acquisition module. When the output voltage of the battery is too low, for example, the output voltage of the battery is less than 50% of the rated voltage of the battery, the output power of the motor is limited.

512 Collecting a voltage difference of the battery within a certain period of time by the vehicle state acquisition module. And when the voltage difference is too large, the battery is maintained. The disclosure does not limit a threshold value of the voltage difference, which may be determined according to a specification of a specific battery.

512 Collecting the temperature of the battery by the vehicle state acquisition module. And when the temperature of the battery is lower than its threshold, the output power of the motor is limited. The disclosure does not limit a threshold value of the temperature of the battery, which may be determined according to a specification of a specific battery.

In summary, the disclosure provides the electric all-terrain vehicle. The electric all-terrain vehicle includes the vehicle frame, the vehicle frame includes the bottom assembly and the upper assembly, and the upper assembly is arranged on the bottom assembly, so the upper assembly and the bottom assembly form the accommodation space, and the battery pack may be arranged in the accommodation space. The bottom assembly may include two longitudinal beams arranged in parallel and the upper assembly may include the seat fixing bracket and the cargo compartment mounting bracket. The seat fixing bracket and the cargo compartment mounting bracket may be fixed on the longitudinal beam through the rear swing arm bracket, so that the structure of the vehicle frame is relatively simple. When other components need to be mounted on the vehicle frame, they may be fixed on the longitudinal beam through the functional bracket, so the vehicle frame has good versatility.

In summary, the disclosure provides the control method of the vehicle braking, which may realize the parking on the slope only by the motor and a slow slide at a predetermined speed on different slopes only through the motor. Through determining the time interval between the driver's operation of the accelerating device and the braking device, and a time of operating the opening degree of the braking device, it is determined whether the driver's braking intention is a slow braking or an emergency braking, and then it is determined whether the motor needs to be provided additional braking force. Under a condition allowed by the battery module, when the driver operates the braking device, the motor will follow the established strategy to achieve a maximum braking feedback, convert the kinetic energy of the vehicle into electrical energy and store it in the battery as much as possible, which avoids wasting vehicle kinetic energy through frictional heat generation by traditional mechanical brakes, and a main purpose of this process is vehicle braking. In normal driving, when the driver releases the accelerating device, the motor will perform a coasting braking according to the established strategy with a more comfortable braking force, which converts a small amount of kinetic energy into electrical energy and re-storing it in the battery, and this process does not have a primary purpose of vehicle braking. According to the remaining power of the battery of the vehicle and a mileage of the vehicle under comprehensive working conditions in the previous period, it is estimated that the remaining power may be used for the mileage of the vehicle to display various state information of the vehicle in real time, including but not limited to various fault information of the vehicle, remaining power mileage and other information, and the control module will implement different working conditions according to the established strategy.

The above description is only a preferred embodiment of the disclosure and an explanation of the technical principle used. Those skilled in the art should understand that a disclosure scope involved in this disclosure is not limited to the technical solutions formed by the specific combination of the above technical features. At the same time, it should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from a concept of the disclosure, such as a technical solution formed by replacing the above-mentioned features with technical features with similar functions disclosed in (but not limited to) this disclosure.